JP2010276074A - Part temperature estimating device and part temperature estimating method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To highly accurately estimate the temperature of a part mounted on a vehicle, while restraining a cost increase. <P>SOLUTION: An ECU executes a program including a step (S100) of calculating the initial temperature, a step (S102) of estimating the heat source temperature, a step (S104) of acquiring a vehicle state, a step (S106) of calculating a heat transmission ratio correction quantity, a step (S108) of calculating a temperature correction quantity, a step (S110) of calculating the rising temperature, a step (S112) of calculating the lowering temperature and a step (S114) of estimating the clutch temperature. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a technique for estimating the temperature of a part mounted on a vehicle, and more particularly to a technique for estimating the temperature of a part with high accuracy in consideration of the influence of a heat source provided in the vicinity of the part.

  Conventionally, a technique for estimating the temperature of a clutch used in a drive system based on input energy to the clutch is known.

  For example, Japanese Patent Laying-Open No. 2002-168270 (Patent Document 1) discloses a clutch temperature estimation device that can obtain clutch temperature information close to the actual clutch temperature while using a temperature sensor at low cost. This clutch temperature estimation device is a clutch temperature estimation device that is provided in a drive system and estimates the temperature of a drive system clutch that performs engagement control including slip engagement, and calculates a relative rotational speed difference between input and output shafts of the drive system clutch. Clutch rotational speed difference detecting means for detecting, clutch transmission torque estimating means for estimating the driving torque transmitted via the driving system clutch, and calculating input energy applied to the driving system clutch based on the clutch rotational speed difference and the clutch transmitting torque. A clutch that predicts fluctuations in the clutch temperature that rises or falls over time according to the magnitude of the calculated input energy, and calculates a clutch estimated temperature based on the temperature fluctuation prediction. Estimated temperature calculation means, and input energy judgment threshold value is set as addition judgment reference value, and input Clutch temperature adjustment determining means for determining whether the input energy calculated by the energy calculation means is equal to or greater than the set addition determination reference value is provided, and the clutch estimated temperature calculation means determines that the input energy is equal to or greater than the addition determination reference value. If it is determined, the temperature increase amount is added to the estimated clutch temperature at that time, and if it is determined that the input energy is less than the addition determination reference value, the temperature decrease amount is subtracted from the estimated clutch temperature at that time. Thus, the clutch estimated temperature is calculated.

  According to the clutch temperature estimation device disclosed in the above publication, the input energy applied to the drive system clutch is calculated from the relative slip of the clutch (relative rotational speed difference) and the clutch transmission torque, and the fluctuation of the clutch temperature due to the magnitude of the input energy. An estimated clutch temperature is calculated based on the prediction. In other words, when the input energy fluctuates greatly, the estimated clutch temperature is not reset every time the command torque decreases, and the estimated temperature is increased or decreased depending on the magnitude of the input energy. Accurate clutch temperature estimation is performed by the estimation operation that follows the change in temperature. Therefore, it is possible to obtain clutch temperature information close to the actual clutch temperature while using a temperature sensor at low cost.

JP 2002-168270 A

  However, when a heat source (for example, an exhaust pipe) is provided around the clutch, there is a problem in that the temperature of the clutch cannot be accurately estimated because the temperature of the clutch fluctuates due to the influence of heat transmitted from the heat source. The above-mentioned publication does not consider such a problem at all and cannot be solved. Although it is conceivable to directly detect the temperature of the clutch using a temperature sensor, the number of parts increases, which causes an increase in cost.

  The present invention has been made to solve the above-described problem, and an object of the present invention is to provide a component temperature estimation device and a component that accurately estimate the temperature of a component mounted on a vehicle while suppressing an increase in cost. It is to provide a temperature estimation method.

  A component temperature estimation device according to a first invention is a component temperature estimation device for estimating the temperature of a component arranged to have a predetermined distance from a heat source mounted on a vehicle. The component temperature estimation device includes a first estimation unit for estimating a temperature of the heat source, a temperature of the heat source estimated by the first estimation unit, a degree of heat transfer from the heat source to the component, and an operation of the component. Second estimation means for estimating the temperature of the part based on the state. The component temperature estimation method according to the fifth invention has the same configuration as the component temperature estimation device according to the first invention.

  According to the first invention, by estimating the temperature of the component based on the temperature of the heat source (for example, the exhaust pipe), the degree of heat transfer from the heat source to the component (for example, the clutch), and the operating state of the component The temperature of the component can be estimated with high accuracy in consideration of the variation in the temperature of the component due to the influence of heat transferred from the heat source. For this reason, it is not necessary to directly detect the temperature of the component using the temperature sensor, so that an increase in the number of components can be suppressed. As a result, an increase in cost can be suppressed. Therefore, it is possible to provide a component temperature estimation device and a component temperature estimation method that accurately estimate the temperature of a component mounted on a vehicle while suppressing an increase in cost.

  In the component temperature estimation device according to the second invention, in addition to the configuration of the first invention, the second estimation means calculates the amount of temperature rise of the component based on the amount of heat generated by the operation of the component. The first calculation means, the second calculation means for calculating the amount of decrease in the component temperature based on the heat radiation amount of the component, and the temperature correction amount of the component based on the temperature of the heat source and the degree of heat transfer. Third calculating means for calculating, and means for estimating the temperature of the component based on the ascending amount, the descending amount, and the temperature correction amount are included. The component temperature estimation method according to the sixth invention has the same configuration as the component temperature estimation device according to the second invention.

  According to the second invention, the amount of increase and decrease in the temperature of the component is calculated from the amount of heat generated and the amount of heat released based on the operating state of the component (for example, the clutch), the temperature of the heat source (for example, the exhaust pipe), The temperature correction amount can be calculated based on the heat transfer state from the heat source to the component. As a result, the temperature of the component can be estimated with high accuracy in consideration of the variation in the temperature of the component due to the influence of heat transmitted from the heat source.

  In addition to the configuration of the first or second invention, the component temperature estimation device according to the third invention includes the speed of the vehicle corresponding to the air volume of the traveling wind, the temperature of the traveling wind, and the humidity of the traveling wind. Further included is a correcting means for correcting the degree of heat transfer based on at least one of them. The component temperature estimation method according to the seventh invention has the same configuration as the component temperature estimation device according to the third invention.

  According to the third aspect of the present invention, when at least one of the speed of the vehicle corresponding to the air volume of the traveling wind, the temperature of the traveling wind, and the humidity of the traveling wind changes, heat transfer from the heat source to the component The degree of changes. Therefore, heat is transmitted from the heat source by correcting the degree of heat transfer based on at least one of the speed of the vehicle corresponding to the air volume of the traveling wind, the temperature of the traveling wind, and the humidity of the traveling wind. Since the fluctuation of the temperature of the component due to the influence of heat can be calculated with high accuracy, the estimation accuracy of the temperature of the component can be improved.

  In the component temperature estimation device according to the fourth invention, in addition to the configuration of any one of the first to third inventions, the vehicle includes an internal combustion engine and a transmission. The component is a clutch that connects the internal combustion engine and the transmission. The heat source is an exhaust pipe disposed from the internal combustion engine toward the transmission side. The component temperature estimation method according to the eighth invention has the same configuration as the component temperature estimation device according to the fourth invention.

  According to the fourth invention, the temperature of the heat transferred from the exhaust pipe is estimated by estimating the temperature of the clutch based on the temperature of the exhaust pipe, the degree of heat transfer from the exhaust pipe to the clutch, and the operating state of the clutch. The temperature of the component can be estimated with high accuracy in consideration of the variation in the temperature of the component due to the influence.

1 is an overall configuration diagram of a vehicle on which a component temperature estimation device according to the present embodiment is mounted. It is a functional block diagram of ECU which is the component temperature estimation apparatus which concerns on this Embodiment. It is a figure which shows the relationship between temperature and a heat transfer coefficient correction amount. It is a figure which shows the relationship between a vehicle speed and a heat transfer coefficient correction amount. It is a flowchart which shows the control structure of the program performed by ECU which is the components temperature estimation apparatus which concerns on this Embodiment. It is a timing chart which shows operation | movement of ECU which is a component temperature estimation apparatus which concerns on this Embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  As shown in FIG. 1, a vehicle 10 equipped with a component temperature estimation device according to the present embodiment includes an engine 20, a clutch 30, a transmission 40, a propeller shaft 50, a differential gear 60, and a drive shaft. 70, wheels 80, and an ECU (Electronic Control Unit) 100.

  The engine 20 is provided with an intake system 90. The intake system 90 includes an intake passage 94 having one end connected to an intake port (not shown) of the engine 20, an air cleaner 92 provided at the other end of the intake passage 94, and an electronic throttle provided in the middle of the intake passage 94. 96.

  The electronic throttle 96 drives the throttle valve 98 based on a throttle valve 98 that adjusts the flow rate of intake air in the intake passage 94, a throttle position sensor 116 that detects the opening of the throttle valve 98, and a control signal from the ECU 100. And a throttle motor (not shown). The throttle position sensor 116 transmits a signal indicating the detected opening of the throttle valve 98 to the ECU 100.

  The air flow meter 102 is provided in the middle of the intake passage 94 and closer to the air cleaner 92 than the electronic throttle 96. The air flow meter 102 detects the flow rate of air flowing through the intake passage 94 (hereinafter referred to as intake air amount). The air flow meter 102 transmits a signal indicating the detected intake air amount to the ECU 100.

  In the engine 20, power is generated by burning an air-fuel mixture of air flowing from the intake passage 94 and fuel injected from a fuel injection device (not shown) in the cylinder. The engine 20 transmits the generated power to the clutch 30. Further, the output of the engine 20 is controlled based on an engine control signal from the ECU 100.

  The engine 20 is provided with an exhaust system 150. The exhaust system 150 includes exhaust pipes 152 and 154, a catalytic converter (not shown), and a silencer (not shown).

  Exhaust gas from the engine 20 flows through the exhaust pipes 152 and 154, and is discharged outside the vehicle 10 after flowing through the catalytic converter and the silencer. In the present embodiment, one end of each of exhaust pipes 152 and 154 is connected to an exhaust port of each bank of engine 20 having two banks, for example. Therefore, the clutch 30 is located between the exhaust pipes 152 and 154. Since the exhaust temperature increases as the load on the engine 20 increases, the temperatures of the exhaust pipes 152 and 154 also increase.

  The input shaft of the clutch 30 is connected to the output shaft (crankshaft) of the engine 20. The output shaft of the clutch 30 is connected to the input shaft of the transmission 40. In the present embodiment, the clutch 30 is described as being a dry clutch, but may be a wet clutch. The clutch 30 may be operated by a driver's operation of a clutch pedal, or may be operated using a hydraulic pressure or an electric actuator.

  The clutch 30 includes at least two friction engagement elements that are respectively connected to the input shaft side and the output shaft side. The clutch 30 makes a power transmission state between the engine 20 and the transmission 40 by engaging two friction engagement elements. In addition, the clutch 30 weakens the engagement force of the two engaged friction engagement elements and releases the two friction engagement elements, thereby bringing the engine 20 and the transmission 40 into a power cut-off state. The clutch 30 is provided to have a predetermined distance with respect to the exhaust pipes 152 and 154, and generates heat by operation.

  The transmission 40 changes the power of the engine 20 transmitted via the clutch 30 and transmits it to the propeller shaft 50. The transmission 40 is described as a manual transmission, but may be an automatic transmission.

  The propeller shaft 50 connects the transmission 40 and the differential gear 60. Propeller shaft 50 transmits power transmitted from transmission 40 to differential gear 60.

  The differential gear 60 is connected to the other end of a drive shaft 70 whose one end is connected to the wheel 80. The differential gear 60 is a differential device that absorbs the rotational difference between the left and right wheels 80 connected via the drive shaft 70 when the vehicle 10 is turning.

  The ECU 100 is connected to a water temperature sensor 104, an engine speed sensor 106, a wheel speed sensor 108, an air temperature sensor 112, and a humidity sensor 114.

  The water temperature sensor 104 detects the temperature of cooling water flowing through the engine 20 (hereinafter referred to as water temperature). The water temperature sensor 104 transmits a signal indicating the detected water temperature to the ECU 100.

  The engine speed sensor 106 detects the speed of the output shaft of the engine 20 (hereinafter referred to as engine speed). The engine speed sensor 106 transmits a signal indicating the detected engine speed to the ECU 100.

  The wheel speed sensor 108 detects the number of rotations of the wheel 80 (hereinafter referred to as wheel speed). The wheel speed sensor 108 transmits a signal indicating the wheel speed to the ECU 100.

  The temperature sensor 112 detects the temperature and transmits a signal indicating the detected temperature to the ECU 100. The humidity sensor 114 detects humidity and transmits a signal indicating the detected humidity to the ECU 100.

  The air temperature sensor 112 and the humidity sensor 114 may be provided outside the vehicle 10 to detect the air temperature and humidity around the vehicle 10 or the temperature and humidity of the traveling wind that contacts the vehicle 10. The temperature and humidity of the traveling wind provided in the room and introduced into the engine room may be detected.

  Since the exhaust pipes 152 and 154 that are heat sources are provided around the clutch 30 as in the vehicle 10 having the above-described configuration, the temperature of the clutch 30 may fluctuate due to the influence of heat transmitted from the heat source. . Therefore, the accuracy of the estimated temperature of the clutch 30 based on the operating state of the clutch 30 may deteriorate.

  Therefore, in the present embodiment, ECU 100 estimates the temperatures of exhaust pipes 152 and 154 that are heat sources, and the estimated temperatures of exhaust pipes 152 and 154 and heat transfer from exhaust pipes 152 and 154 to clutch 30. This is characterized in that the temperature of the clutch 30 is estimated based on the degree of the above and the operating state of the clutch 30.

  Specifically, ECU 100 calculates the amount of increase and decrease in the temperature of clutch 30 based on the amount of heat generated and the amount of heat released from clutch 30. Further, ECU 100 calculates a correction amount of the temperature of clutch 30 based on the estimated temperature of exhaust pipes 152 and 154 and the degree of heat transfer from exhaust pipes 152 and 154 to clutch 30. Then, ECU 100 estimates the temperature of clutch 30 based on the calculated increase amount, decrease amount, and correction amount.

  The degree of heat transfer from the exhaust pipes 152 and 154 to the clutch 30 is the ratio of the amount of heat transmitted to the clutch 30 out of the amount of heat generated in the exhaust pipes 152 and 154. In the following description, It is described as heat transfer coefficient.

  The ECU 100 corrects the heat transfer coefficient based on at least one of the speed of the vehicle 10 corresponding to the air volume of the traveling wind, the temperature of the traveling wind, and the humidity of the traveling wind.

  FIG. 2 shows a functional block diagram of ECU 100 that is the component temperature estimation apparatus according to the present embodiment. The ECU 100 includes an initial temperature calculation unit 200, a heat source temperature estimation unit 202, a vehicle state acquisition unit 204, a heat transfer coefficient correction amount calculation unit 206, a temperature correction amount calculation unit 208, a rising temperature calculation unit 210, a lowering A temperature calculation unit 212 and a clutch temperature estimation unit 214 are included.

  The initial temperature calculation unit 200 calculates the initial temperature of the clutch 30. Specifically, the initial temperature calculation unit 200 calculates the initial temperature of the clutch 30 based on the water temperature detected by the water temperature sensor 104. For example, the initial temperature calculation unit 200 is based on the water temperature detected by the water temperature sensor 104 when the engine 20 is stopped or when a predetermined time has elapsed since the engine 20 was stopped. Thus, the initial temperature of the clutch 30 is calculated.

  The initial temperature calculation unit 200 may calculate the water temperature value detected by the water temperature sensor 104 as it is as the initial temperature value of the clutch 30 or may multiply the detected water temperature value by a predetermined coefficient. The calculated value may be calculated as the initial temperature value of the clutch 30.

  The heat source temperature estimation unit 202 estimates the temperatures of the exhaust pipes 152 and 154 that are heat sources near the clutch 30. Specifically, the heat source temperature estimation unit 202 estimates the temperatures of the exhaust pipes 152 and 154 based on the load of the engine 20. For example, the heat source temperature estimation unit 202 estimates the load of the engine 20 using the intake air amount as an input value, and estimates the temperatures of the exhaust pipes 152 and 154 based on the estimated load of the engine 20.

  For example, similarly to the initial temperature of the clutch 30, the heat source temperature estimation unit 202 can calculate the water temperature detected by the water temperature sensor 104 while the engine 20 is stopped or after a predetermined time has elapsed since the engine 20 stopped. The initial temperature of the exhaust pipes 152 and 154 is set based on the value. After the initial temperature is set and the engine 20 is started, the heat source temperature estimation unit 202 calculates the intake air amount (the engine 20) for the temperature fluctuations of the exhaust pipes 152 and 154 every predetermined calculation cycle. May be calculated on the basis of the load and integrated. Note that the intake pipe pressure may be used instead of the intake air amount. The estimation of the temperature of the heat source is not particularly limited to the above-described method, and the temperature of the heat source may be estimated using other known techniques.

  The vehicle state acquisition unit 204 acquires the external environment and the traveling state of the vehicle 10. In the present embodiment, the external environment of the vehicle 10 is the temperature of the traveling wind and the humidity of the traveling wind, and the traveling state of the vehicle 10 is described as the vehicle speed corresponding to the air volume of the traveling wind, for example. However, it is not particularly limited to these, and may be acceleration, output torque of the engine 20, or transmission torque of the clutch 30, for example.

  In the present embodiment, the vehicle state acquisition unit 204 acquires the temperature and humidity using the temperature sensor 112 and the humidity sensor, and acquires the wheel speed using the wheel speed sensor 108. The vehicle state acquisition unit 204 acquires the vehicle speed by calculating the vehicle speed based on the acquired wheel speed. Further, the vehicle state acquisition unit 204 may acquire the output torque of the engine 20 based on the intake air amount or from the control system of the engine 20 through communication.

  The heat transfer coefficient correction amount calculation unit 206 calculates a heat transfer coefficient correction amount based on the acquired external environment and traveling state of the vehicle 10. In the present embodiment, the heat transfer coefficient correction amount calculation unit 206 calculates the heat transfer coefficient correction amount Ca based on the air temperature Ta acquired by the air temperature sensor 112. For example, the heat transfer coefficient correction amount calculation unit 206 calculates the heat transfer coefficient correction amount Ca based on the temperature Ta acquired by the temperature sensor 112 and the map shown in FIG.

  The vertical axis in FIG. 3 indicates the heat transfer coefficient correction amount Ca, and the horizontal axis indicates the temperature Ta. In the map shown in FIG. 3, the relationship between the temperature Ta and the heat transfer coefficient correction amount Ca is such that the heat transfer coefficient correction amount Ca (1) when the temperature is Ta (1) is higher than the temperature Ta (1). The relationship is lower than the heat transfer coefficient correction amount Ca (2) in the case of Ta (2). That is, the map shown in FIG. 3 shows a relationship in which the heat transfer coefficient correction amount Ca increases as the temperature Ta increases.

  For example, when the temperature sensor 112 acquires the temperature Ta (3), the heat transfer rate correction amount calculation unit 206 calculates the heat transfer rate correction amount from the acquired temperature Ta (3) and the map shown in FIG. Ca (3) is calculated.

  Similarly, the heat transfer coefficient correction amount calculation unit 206 calculates the vehicle speed V from the wheel speed acquired by the wheel speed sensor 108, and calculates the heat transfer coefficient correction amount Cb based on the calculated vehicle speed V. For example, the heat transfer coefficient correction amount calculation unit 206 calculates the heat transfer coefficient correction amount Cb based on the vehicle speed V and the map shown in FIG.

  The vertical axis in FIG. 4 indicates the heat transfer coefficient correction amount Cb, and the horizontal axis indicates the vehicle speed V. In the map shown in FIG. 4, the relationship between the vehicle speed V and the heat transfer coefficient correction amount Cb is such that the heat transfer coefficient correction amount Cb (1) when the vehicle speed V (1) is higher than the vehicle speed V (1). The relationship is higher than the heat transfer coefficient correction amount Cb (2) in the case of (2). That is, the map shown in FIG. 4 shows a relationship in which the heat transfer coefficient correction amount Cb decreases as the vehicle speed V increases.

  For example, when the vehicle speed V (3) is calculated, the heat transfer coefficient correction amount calculation unit 206 calculates the heat transfer coefficient correction amount Cb (3) from the calculated vehicle speed V (3) and the map shown in FIG. calculate.

  The maps shown in FIGS. 3 and 4 are examples, and are experimentally adapted depending on the type of vehicle or the type of engine 20.

  In the present embodiment, the heat transfer coefficient correction amount calculation unit 206 calculates the heat transfer coefficient correction amount Ca based on the temperature Ta and calculates the heat transfer coefficient correction amount Cb based on the vehicle speed V. However, in particular, the heat transfer coefficient correction amount is not calculated only for the temperature and vehicle speed, but the heat transfer coefficient correction amount is similarly calculated based on humidity, engine torque, etc. in addition to or instead of the air temperature and vehicle speed. You may make it do.

  The temperature correction amount calculation unit 208 calculates the temperature correction amount of the clutch 30 based on the heat transfer coefficient correction amounts Ca and Cb calculated by the heat transfer coefficient correction amount calculation unit 206. For example, the temperature correction amount calculation unit 208 calculates a heat transfer coefficient predetermined by the distance between the exhaust pipes 152 and 154 that are heat sources and the clutch 30, etc., as a heat transfer coefficient correction calculated by the heat transfer coefficient correction amount calculation unit 206. Correction is performed by adding the amounts Ca and Cb. The temperature correction amount calculation unit 208 calculates the amount of heat generated by the amount of temperature rise based on the previous estimated temperature of the exhaust pipes 152 and 154, and based on the calculated amount of heat and the corrected heat transfer coefficient, the clutch 30 The amount of heat transferred to is calculated. The temperature correction amount calculation unit 208 calculates the temperature correction amount of the clutch 30 based on the heat amount transmitted from the exhaust pipes 152 and 154 to the clutch 30. The temperature correction amount calculation unit 208 may calculate the temperature correction amount based on, for example, a heat amount correction amount and a predetermined conversion formula for converting the heat amount into temperature.

  In the present embodiment, since there are two heat sources, the exhaust pipes 152 and 154, the temperature correction amount due to heat transfer from each heat source may be calculated, and the final temperature correction amount may be calculated from the sum thereof. Alternatively, the temperature correction amount may be calculated by regarding two heat sources that generate the same amount of heat as one heat source.

  The rising temperature calculation unit 210 calculates the rising temperature of the clutch 30 based on the operating state of the clutch 30. Note that the rising temperature indicates a temperature change amount that is expected to rise in a predetermined calculation cycle from the previous calculation to the current calculation.

  For example, the rising temperature calculation unit 210 calculates the rising temperature based on the energy input from the engine 20 to the clutch 30 and the slip amount of the clutch 30.

  The rising temperature calculation unit 210 estimates the energy input from the engine 20 to the clutch 30 based on the output torque of the engine 20 and the like. Further, the rising temperature calculation unit 210 calculates the slip amount of the clutch 30 based on the difference between the input shaft speed of the clutch 30 (that is, the engine speed) and the output shaft speed of the clutch 30.

  The temperature rise calculation unit 210 estimates the amount of heat generated in the clutch 30 based on the energy input to the clutch 30 and the slip amount of the clutch 30, and the temperature rise of the clutch 30 based on the estimated amount of heat generated. Is calculated.

  The relationship between the energy input to the clutch 30, the slip amount of the clutch 30, the heat generation amount, and the relationship between the heat generation amount and the rising temperature may be determined in advance using a map or the like. For example, the rising temperature calculation unit 210 may calculate the rising temperature when the energy input to the clutch 30 is larger than a threshold value. Note that the rising temperature calculation unit 210 is not limited to the method described above, and may use a known technique to calculate the rising temperature of the clutch 30 based on the operating state of the clutch 30.

  The descending temperature calculation unit 212 calculates the descending temperature of the clutch 30 based on the operating state of the clutch 30. The falling temperature indicates a temperature change amount that is predicted to decrease in a predetermined calculation cycle from the previous calculation to the current calculation.

  The descending temperature calculation unit 212 estimates the amount of heat radiation in the clutch 30 based on, for example, the degree of heat radiation from the clutch 30 to the outside air, or the degree of heat transfer from the clutch 30 to the engine 20 or the transmission 40, etc. A descending temperature of the clutch 30 is calculated based on the estimated heat radiation amount. For example, the descending temperature calculation unit 212 may calculate the descending temperature when the energy input to the clutch 30 is equal to or less than a threshold value. Note that the lowering temperature calculation unit 212 is not limited to the method described above, and may use a known technique to calculate the lowering temperature of the clutch 30 based on the operating state of the clutch 30.

  The clutch temperature estimation unit 214 includes an increase temperature calculated by the increase temperature calculation unit 210, a decrease temperature calculated by the decrease temperature calculation unit 212, and a temperature correction amount calculated by the temperature correction amount calculation unit 208. Based on the above, the temperature of the clutch 30 is estimated. For example, the clutch temperature estimation unit 214 may calculate the sum of the previously calculated estimated value, the rising temperature, the falling temperature, and the temperature correction amount as the estimated value of the temperature of the clutch 30 at this time. The temperature of the clutch 30 estimated by the clutch temperature estimation unit 214 is used for controlling the clutch 30 or used for warning control. Control of the clutch 30 includes, for example, control for forcibly maintaining the engaged state or the released state of the clutch 30 when the temperature of the clutch 30 is equal to or higher than a predetermined temperature. The warning control includes control of a notification device (for example, a speaker or a display device) for notifying an occupant of the vehicle 10 that the temperature of the clutch 30 is equal to or higher than a predetermined temperature.

  In the present embodiment, the initial temperature calculation unit 200, the heat source temperature estimation unit 202, the vehicle state acquisition unit 204, the heat transfer coefficient correction amount calculation unit 206, the temperature correction amount calculation unit 208, and the rising temperature calculation unit 210. The falling temperature calculation unit 212 and the clutch temperature estimation unit 214 will be described as functioning as software realized by the CPU of the ECU 100 executing a program stored in the memory. It may be realized by. Such a program is recorded in a storage medium and mounted on the vehicle 10.

  With reference to FIG. 5, a control structure of a program executed by ECU 100 that is the component temperature estimation device according to the present embodiment will be described.

  In step (hereinafter, step is referred to as S) 100, ECU 100 calculates an initial temperature of clutch 30. In S102, the temperatures of the exhaust pipes 152 and 154 that are heat sources are estimated. In S104, ECU 100 acquires the external environment (temperature Ta) and the traveling state (vehicle speed V) of vehicle 10.

  In S106, ECU 100 calculates heat transfer coefficient correction amounts Ca and Cb based on temperature Ta and vehicle speed V. In S108, ECU 100 calculates a temperature correction amount. In S110, ECU 100 calculates the rising temperature. In S112, ECU 100 calculates a descending temperature. In S114, ECU 100 estimates the temperature of clutch 30 from the sum of the temperature of clutch 30 estimated in the previous calculation, the initial temperature, the temperature correction amount, the rising temperature, and the falling temperature.

  In S116, ECU 100 determines whether or not an end condition is satisfied. The end condition may be, for example, a condition that a stop condition of the ECU 100 such as IG off is satisfied, or a condition that a condition that makes it unnecessary to estimate the temperature of the clutch 30 is satisfied. If the end condition is satisfied (YES in S116), this process ends. If not (NO in S116), the process returns to S102.

  The operation of ECU 100 that is the component temperature estimation device according to the present embodiment based on the above-described structure and flowchart will be described with reference to FIG.

  When the vehicle 10 starts running, the initial temperature of the clutch 30 is calculated (S100), and the temperatures of the exhaust pipes 152 and 154 that are heat sources are estimated (S102). At this time, since the exhaust temperature is low when the load on the engine 20 is low, the temperature of the exhaust pipes 152 and 154 also decreases as shown in the change in the estimated temperature of the exhaust pipes 152 and 154 in FIG.

  The external environment (temperature Ta) of the vehicle 10 and the traveling state (vehicle speed V) of the vehicle 10 are acquired (S104). Based on the acquired external environment of the vehicle 10 and the traveling state of the vehicle 10, the heat transfer coefficient correction amount Ca, Cb is calculated (S106).

  A temperature correction amount is calculated based on the calculated heat transfer coefficient correction amounts Ca and Cb (S108), a temperature rise is calculated based on the heat generation amount in the clutch 30 (S110), and a temperature decrease is calculated based on the heat dissipation amount in the clutch 30. The temperature is calculated (S112), and the temperature of the clutch 30 is estimated from the sum of the calculated initial temperature, the temperature correction amount, the rising temperature, and the falling temperature (S114). Unless the end condition is satisfied (NO in S116), the process of estimating the temperature of clutch 30 is repeated.

  For example, when the vehicle 10 repeatedly starts and stops, or when the half-engaged state of the clutch 30 is maintained continuously or intermittently at a low vehicle speed, the energy input from the engine 20 to the clutch 30 is reduced. It is converted as frictional heat generated by the clutch 30 slipping. Therefore, as the energy input from the engine 20 to the clutch 30 increases, the energy that is converted into frictional heat increases, so the actual temperature of the clutch 30 increases.

  At this time, since the load of the engine 20 is low, the temperatures of the exhaust pipes 152 and 154 maintain the temperature Tb (1) that does not affect the actual temperature of the clutch 30. For this reason, the estimated temperature of the clutch 30 substantially coincides with the change in the actual temperature of the clutch 30 regardless of whether or not the heat effects of the exhaust pipes 152 and 154 are considered.

  When the load of the engine 20 is increased by increasing the amount of depression of the accelerator pedal by the driver, the temperature of the exhaust pipes 152 and 154 increases due to the increase in the exhaust temperature. At this time, when the clutch operation or the clutch control is not executed and the state where the clutch 30 is completely engaged is maintained, the energy input from the engine 20 to the clutch 30 is converted into frictional heat in the clutch 30. And transmitted to the transmission 40 as it is. Therefore, in the clutch 30, the heat dissipation amount exceeds the heat generation amount, so the actual temperature of the clutch 30 decreases. At this time, since the temperatures of the exhaust pipes 152 and 154 have not risen to a temperature that affects the actual temperature of the clutch 30, the estimated temperature of the clutch 30 is such that the lowering temperature exceeds the rising temperature. Regardless of whether or not the thermal effects of 152 and 154 are taken into account, the actual temperature change of the clutch 30 substantially coincides.

  When the temperature of the exhaust pipes 152 and 154 becomes equal to or higher than Tb (1) higher than Tb (0) at time T (0), the heat generated in the exhaust pipes 152 and 154 is transmitted to the clutch 30. . Therefore, the actual temperature of the clutch 30 will rise.

  When the heat effects of the exhaust pipes 152 and 154 are not taken into consideration, the clutch 30 is maintained in a completely engaged state, so that energy input from the engine 20 to the clutch 30 is converted into frictional heat in the clutch 30. Since the temperature is transmitted as it is to the transmission 40 without any change, the lowering temperature exceeds the rising temperature, and the estimated temperature of the clutch 30 changes so as to be lower than the actual temperature of the clutch 30 as shown by the broken line in FIG.

  On the other hand, when the thermal effect of the exhaust pipes 152 and 154 is taken into account, the temperature correction amount increases as the temperature of the exhaust pipes 152 and 154 increases. Therefore, the change in the estimated temperature of the clutch 30 is shown by the solid line in FIG. Thus, the increase in the actual temperature of the clutch 30 substantially coincides.

  As described above, according to the component temperature estimation device according to the present embodiment, the temperature of the clutch is based on the temperature of the exhaust pipe that is a heat source, the heat transfer rate from the exhaust pipe to the clutch, and the operating state of the clutch. Thus, the clutch temperature can be estimated with high accuracy in consideration of the variation in the clutch temperature due to the effect of the heat transmitted from the exhaust pipe. For this reason, it is not necessary to directly detect the temperature of the component using the temperature sensor, so that an increase in the number of components can be suppressed. As a result, an increase in cost can be suppressed. Therefore, it is possible to provide a component temperature estimation device and a component temperature estimation method that accurately estimate the temperature of a component mounted on a vehicle while suppressing an increase in cost.

  Further, the amount of increase and decrease of the clutch temperature is calculated based on the amount of heat generated and the amount of heat released from the clutch, and the temperature correction amount is calculated based on the temperature of the exhaust pipe and the heat transfer rate from the exhaust pipe to the clutch. By calculating, it is possible to estimate the temperature of the clutch with high accuracy in consideration of the variation in the temperature of the clutch due to the effect of heat transmitted from the exhaust pipe.

  In the present embodiment, the clutch 30 has been described as a target for temperature estimation. However, the clutch 30 is not particularly limited to the clutch 30, and is mounted on the vehicle 10 and is a predetermined distance with respect to a heat source such as an exhaust pipe. The clutch 30 is not particularly limited as long as it is a component that generates heat by operation.

  Further, in the present embodiment, between the two exhaust pipes 152 and 154 that are FR (Front engine Rear drive) and that are provided from two banks set in the engine toward the transmission 40 side. Although the layout in which the clutch 30 is located has been described as an example, it is not particularly limited to such a layout.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  10 vehicles, 20 engines, 30 clutches, 40 transmissions, 50 propeller shafts, 60 differential gears, 70 drive shafts, 80 wheels, 90 intake systems, 92 air cleaners, 94 intake passages, 96 electronic throttles, 98 throttle valves, 100 ECUs, DESCRIPTION OF SYMBOLS 102 Air flow meter, 104 Water temperature sensor, 106 Engine speed sensor, 108 Wheel speed sensor, 112 Air temperature sensor, 114 Humidity sensor, 116 Throttle position sensor, 150 Exhaust system, 152,154 Exhaust pipe, 200 Initial temperature calculation part, 202 Heat source Temperature estimation unit, 204 vehicle state acquisition unit, 206 heat transfer coefficient correction amount calculation unit, 208 temperature correction amount calculation unit, 210 rising temperature calculation unit, 212 falling temperature calculation unit, 214 clutch temperature estimation .

Claims (8)

A component temperature estimation device for estimating a temperature of a component arranged to have a predetermined distance with respect to a heat source mounted on a vehicle,
First estimating means for estimating the temperature of the heat source;
A second for estimating the temperature of the component based on the temperature of the heat source estimated by the first estimating means, the degree of heat transfer from the heat source to the component, and the operating state of the component. A component temperature estimation device including an estimation means. The second estimating means includes
First calculating means for calculating the amount of temperature rise of the component based on the amount of heat generated by the operation of the component;
A second calculating means for calculating a temperature drop amount of the component based on the heat radiation amount of the component;
Third calculating means for calculating a temperature correction amount of the component based on the temperature of the heat source and the degree of heat transfer;
The component temperature estimation device according to claim 1, further comprising: means for estimating the temperature of the component based on the increase amount, the decrease amount, and the temperature correction amount.   The component temperature estimation device determines the degree of heat transfer based on at least one of the speed of the vehicle corresponding to the amount of traveling wind, the temperature of the traveling wind, and the humidity of the traveling wind. The component temperature estimation apparatus according to claim 1, further comprising correction means for correcting. The vehicle includes an internal combustion engine and a transmission,
The component is a clutch that connects the internal combustion engine and the transmission,
The component temperature estimation device according to claim 1, wherein the heat source is an exhaust pipe disposed from the internal combustion engine toward the transmission. A component temperature estimation method for estimating a temperature of a component arranged to have a predetermined distance with respect to a heat source mounted on a vehicle,
Estimating the temperature of the heat source;
Estimating the temperature of the component based on the temperature of the heat source estimated in the step of estimating the temperature of the heat source, the degree of heat transfer from the heat source to the component, and the operating state of the component; A method for estimating a part temperature. Estimating the temperature of the component comprises:
Calculating the amount of temperature rise of the component based on the amount of heat generated by the operation of the component;
Calculating a temperature drop amount of the component based on the heat dissipation amount of the component;
Calculating a temperature correction amount of the component based on the temperature of the heat source and the degree of heat transfer;
The component temperature estimation method according to claim 5, further comprising: estimating a temperature of the component based on the increase amount, the decrease amount, and the temperature correction amount.   The component temperature estimation method determines the degree of heat transfer based on at least one of the speed of the vehicle corresponding to the air volume of the traveling wind, the temperature of the traveling wind, and the humidity of the traveling wind. The part temperature estimation method according to claim 5 or 6, further comprising a step of correcting. The vehicle includes an internal combustion engine and a transmission,
The component is a clutch that connects the internal combustion engine and the transmission,
The component temperature estimation method according to claim 5, wherein the heat source is an exhaust pipe disposed from the internal combustion engine toward the transmission side.

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