JP2016001025A - Oil temperature controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To achieve both heating and cooling of mission oil while improving fuel economy.SOLUTION: An oil temperature controller comprises: a first heat exchanger 1 implementing heat exchange between engine oil and mission oil; a second heat exchanger 2 implementing heat exchange between the engine oil and engine coolant; and a mission oil circuit in which the mission oil circulates, a reservoir 111 storing the mission oil, an oil pump 112 absorbing and discharging the mission oil in the reservoir 111, an oil supply path supplying the mission oil discharged from the oil pump 112 to an oil supply target of a transmission 102, an oil circulation path returning the mission oil supplied to the oil supply target to the reservoir 111, and the first heat exchanger 1 being provided on the mission oil circuit.

Description

  The present invention relates to an oil temperature control device for oil used in a vehicle drive system.

  Conventionally, this kind of oil temperature control apparatus is known. For example, in Patent Document 1 below, a heat exchange pipe is provided in an oil pan of a transmission, and the heat of the engine oil is transmitted to the mission oil through the heat exchange pipe, thereby heating the mission oil. The technique of, is disclosed. According to the technique disclosed in Patent Document 1, warm-up of the transmission is terminated early to improve fuel efficiency. Patent Document 2 below discloses a heat exchanger (CVT warmer) for exchanging heat between engine cooling water and mission oil, and an inflow of engine cooling water to the heat exchanger before the engine is warmed up. And a three-way valve that shuts off the valve. According to the technique disclosed in Patent Document 2, warming up of the engine is terminated at an early stage by a rapid temperature rise of engine cooling water during cold, thereby improving fuel efficiency.

JP 2007-085457 A JP 2009-144529 A

  By the way, in the technique of patent document 1, cooling of the mission oil when the temperature of the mission oil is excessively raised is not mentioned. For this reason, in this technique, there is a possibility that fuel efficiency is deteriorated due to loss of heat in the transmission. In this technique, the engine oil that has taken heat from the mission oil is cooled by the heat dissipating fins of the return pipe. However, when the amount of heat release increases, even if the fuel consumption can be improved by cooling the mission oil, the fuel consumption may be reduced due to the loss of heat on the engine oil side. In the technique of Patent Document 2, the heat of the mission oil can be passed to the engine cooling water, and an excessive temperature rise of the mission oil can be suppressed. However, with this technology, the heat of the mission oil is directly passed to the engine coolant.

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide an oil temperature control device that can improve the inconveniences of the conventional example and improve the fuel efficiency while enabling both the heating and cooling of mission oil.

  To achieve the above object, the present invention provides a first heat exchanger for exchanging heat between engine oil and mission oil, and a second heat exchange for exchanging heat between the engine oil and engine coolant. And a mission oil circuit in which the mission oil circulates, a reservoir for storing the mission oil on the mission oil circuit, and an oil that sucks and discharges the mission oil in the reservoir A pump, an oil supply path for supplying the mission oil discharged from the oil pump to an oil supply target part of a transmission, an oil circulation path for returning the mission oil that has passed through the oil supply target part to the storage part, The first heat exchanger is provided.

  The oil temperature control device according to the present invention can warm up the transmission oil with the heat of the engine oil and warm up the transmission early when the transmission is not warmed up. For this reason, this oil temperature control device can improve fuel consumption. In addition, this oil temperature control device can pass the heat of the mission oil to the engine oil and cool the mission oil when the oil temperature of the mission oil exceeds the oil temperature of the engine oil after the warm-up of the transmission is completed. . For this reason, since this oil temperature control device can reduce heat loss in the transmission, fuel efficiency can be improved. When the mission oil is cooled, the engine oil that has taken the heat of the mission oil is cooled by the engine coolant. In other words, this oil temperature control device does not directly exchange heat between the mission oil having a large temperature difference and the engine coolant when cooling the mission oil, but intervenes heat exchange with the engine oil between them. The heat of the mission oil can be indirectly passed to the engine coolant. Therefore, since this oil temperature control device can improve both the fuel consumption and the mission oil heating and cooling, it is possible to achieve both the early warm-up effect of the transmission and the mission oil cooling effect together with the fuel efficiency improvement effect. Can do.

FIG. 1 is a diagram showing an overall configuration of an oil temperature control device according to the present invention. FIG. 2 is a diagram showing a loss torque line with respect to the kinematic viscosity of the oil in the engine and the transmission. FIG. 3 is a diagram illustrating an example of a transmission oil circuit of the transmission. FIG. 4 is a diagram illustrating another example of the transmission oil circuit of the transmission.

  Embodiments of an oil temperature control device according to the present invention will be described below in detail with reference to the drawings. The present invention is not limited to the embodiments.

[Example]
An embodiment of an oil temperature control device according to the present invention will be described with reference to FIGS.

  This oil temperature control device controls the oil temperature of oil used in a vehicle drive system. As shown in FIG. 1, the drive system includes an engine (an engine such as an internal combustion engine) 101 as a power source of a vehicle, and a transmission (stepped automatic transmission) that transmits the power of the engine 101 to drive wheels. And a continuously variable automatic transmission or the like) 102. As the transmission 102 of the present embodiment, a belt type continuously variable transmission is taken as an example, as will be described later.

  The engine 101 includes an engine oil circuit in which oil (hereinafter referred to as “engine oil”) used for lubrication and cooling of each component in the engine 101 circulates, and cooling water for the engine 101 (hereinafter referred to as “engine cooling water”). .) Is circulated. On the other hand, the transmission 102 includes a mission oil circuit in which oil (hereinafter referred to as “mission oil”) used for gear shifting operation in the transmission 102 and lubrication and cooling of each component in the transmission 102 circulates.

  A first heat exchanger 1 for exchanging heat between engine oil (ENG oil) and mission oil (T / M oil) is provided on the engine oil circuit and the mission oil circuit.

  On the engine oil circuit, the engine oil flows from the engine oil passage 11 into the first heat exchanger 1 and is discharged to the engine oil passage 12. On the other hand, on the mission oil circuit, the mission oil flows into the first heat exchanger 1 from the mission oil passage 21 and is discharged to the mission oil passage 22. In FIG. 1, an alternate long and short dash line arrow represents the flow direction of engine oil, and an alternate long and two short dashes line arrow represents the flow direction of mission oil.

  Generally, at the time of cold start, the oil temperature of the engine oil is higher than the oil temperature of the mission oil. For this reason, until the transmission 102 is warmed up, the first heat exchanger 1 removes the heat of the engine oil from the mission oil, so that the oil temperature of the mission oil can be quickly raised. Therefore, in the transmission 102, the warm-up is completed promptly. Therefore, in this transmission 102, the state in which the agitation loss due to the mission oil before the warm-up is increased can be eliminated at an early stage, and the fuel consumption can be improved.

  Further, depending on overload after the warm-up operation, the oil temperature of the mission oil rises, and the oil temperature may exceed the oil temperature of the engine oil. In such a case, since the engine oil takes away the heat of the mission oil in the first heat exchanger 1, the oil temperature of the mission oil can be lowered. For this reason, in this transmission 102, since heat loss can be reduced, fuel consumption can be improved.

  In this way, the first heat exchanger 1 functions as a heater that warms the mission oil with engine oil until the warming-up of the transmission 102 is completed, and after the warming-up of the transmission 102 is completed, the first heat exchanger 1 It can function as a cooler that cools with oil. For this reason, the oil temperature control device can quickly warm up the transmission 102 while suppressing the excessive temperature rise of the transmission 102 by improving the fuel consumption by the first heat exchanger 1. Can do.

  Although not shown, the engine 101 is provided with a supercharger or the like. For this reason, the second heat exchanger 2 that performs heat exchange between the engine oil and the engine coolant (ENG coolant) is provided on the engine oil circuit and the coolant circuit. The second heat exchanger 2 is used to cool engine oil with engine coolant.

  The cooling water circuit includes a flow path switching valve 31 that switches the flow path of the engine cooling water. The flow path switching valve 31 includes an engine cooling water circulation system (hereinafter referred to as a “first circulation system”) until the engine 101 is warmed up, and an engine cooling water after the engine 101 is warmed up. Are switched to the circulation system (hereinafter referred to as “second circulation system”). In FIG. 1, the solid arrow indicates the flow direction of the engine coolant before warm-up, and the broken arrow indicates the flow direction of the engine coolant after warm-up.

  The first circulation system circulates the engine cooling water through the first circulation path before the warm-up of the engine 101 is finished, and promptly warms up the engine 101 by rapidly raising the temperature of the engine cooling water and the engine oil. Is for.

  A water pump 41 that discharges engine cooling water, a cooling water passage 42 into which engine cooling water discharged from the water pump 41 flows, and engine cooling water in the cooling water passage 42 flow into the first circulation path. The heater core 43 that exchanges heat between the engine cooling water and the air for air conditioning, the cooling water passage 44 into which the engine cooling water discharged from the heater core 43 flows, and the engine cooling water in the cooling water passage 44 The above-described flow path switching valve 31 into which the refrigerant flows and a cooling water flow path 45 for returning the engine cooling water discharged from the flow path switching valve 31 to the suction port of the water pump 41 are provided.

  The second circulation system is for cooling engine oil and the engine 101 with engine cooling water and cooling engine cooling water received from the engine oil or the like.

  In the second circulation system, after the engine 101 is warmed up, the engine cooling water is circulated through the first circulation path, so that the engine cooling water takes heat from the engine 101 by the water jacket, and the engine 101 The engine coolant that has received heat passes through the heater core 43 to the air for air conditioning. In the second circulation system, the engine coolant is cooled by circulating the engine coolant in the second circulation path after the warm-up of the engine 101 is completed. Further, in the second circulation system, for example, the engine oil is cooled by the engine cooling water by circulating the engine cooling water through the third circulation path after the warm-up of the engine 101 is completed.

  In the second circulation path, a water pump 41, a cooling water flow path 51 into which engine cooling water discharged from the water pump 41 flows, and engine cooling water in the cooling water flow path 51 flow in. A radiator 52 that cools with ambient air, a cooling water flow path 53 into which engine cooling water discharged from the radiator 52 flows, and the flow path switching valve 31 into which engine cooling water in the cooling water flow path 53 flows; The cooling water flow path 45 into which the engine cooling water discharged from the flow path switching valve 31 flows is provided.

  In the third circulation path, the radiator 52, the cooling water flow path 53, the flow path switching valve 31, and the cooling water flow path 54 into which the engine cooling water discharged from the flow path switching valve 31 flows. And the second heat exchanger 2 into which the engine cooling water in the cooling water passage 54 flows and the cooling water passage 51 into which the engine cooling water discharged from the second heat exchanger 2 flows.

  The flow path switching valve 31 communicates between the cooling water flow path 44 and the cooling water flow path 45 until the water temperature of the engine cooling water reaches the temperature at the end of warming up of the engine 101, and the cooling water flow path 44. , 45 and the cooling water flow path 53 and between the cooling water flow paths 44 and 45 and the cooling water flow path 54, the cooling water circuit is switched to the first circulation system. For this reason, the engine cooling water at this time does not take heat away from the surrounding air or engine oil by the radiator 52 or the second heat exchanger 2, but takes heat from the engine 101 while flowing through the water jacket of the engine 101. The temperature rises quickly. Therefore, this oil temperature control device can warm up the engine 101 quickly.

  In addition, when the coolant temperature of the engine cooling water is equal to or higher than the temperature at the end of warming-up of the engine 101, the flow path switching valve 31 is, for example, Are connected to each other to switch the cooling water circuit to the second circulation system. Thereby, the engine coolant can be cooled by the radiator 52. Furthermore, in the second heat exchanger 2, the engine oil can be cooled with engine cooling water. For this reason, when the first heat exchanger 1 functions as a cooler and the engine oil takes heat of the mission oil, the second heat exchanger 2 uses the heat of the engine oil received from the mission oil to the engine. Pass to cooling water. Then, the heat of the engine cooling water is taken away by the surrounding air by the radiator 52. Therefore, this oil temperature control device can finally exhaust the heat of the mission oil by the radiator 52.

Here, FIG. 2 shows a loss torque line TL _ENG with respect to the kinematic viscosity (temperature) of the engine oil in the engine 101 and a loss torque line TL _{T / M} with respect to the kinematic viscosity (temperature) of the mission oil in the transmission 102. Show. “Α” is the slope of the loss torque line TL _ENG , and “β” is the slope of the loss torque line TL _{T / M.} “Δν _ENG ” is the kinematic viscosity change amount of the engine oil (ie, the oil temperature change amount of the engine oil), and “Δν _{T / M} ” is the kinematic viscosity change amount of the mission oil (ie, the oil temperature change amount of the mission oil). is there. “ΔTL _ENG ” is a loss torque change amount of the engine 101, and “ΔTL _{T / M} ” is a loss torque change amount of the transmission 102. That is, according to this figure, it can be seen that the transmission 102 has a higher loss sensitivity to the change in oil temperature than the engine 101. For this reason, since this oil temperature control device is aiming at the quick temperature rise of mission oil with the 1st heat exchanger 1, it can improve fuel consumption. Conventionally, a heat exchanger that cools mission oil with engine coolant is provided. However, the oil temperature control device of the present embodiment does not require the heat exchanger, and the first heat exchanger 1 has the function of cooling the mission oil, thereby improving fuel efficiency while suppressing an increase in cost. Can be made.

  FIG. 3 shows an example of the mission oil circuit of the transmission (belt type continuously variable transmission) 102.

  The mission oil circuit includes a storage unit 111 that stores mission oil, and an oil pump 112 that sucks and discharges the mission oil in the storage unit 111. Furthermore, this mission oil circuit includes various mission oil passages through which mission oil flows. As the mission oil flow path, for example, the mission oil flow path 121 that sends the mission oil in the storage unit 111 to the oil pump 112, and the mission oil discharged from the oil pump 112 is supplied to the oil supply target part of the transmission 102. An oil supply path and an oil circulation path for returning the mission oil that has passed through the oil supply target part to the storage part 111 are provided.

  The oil supply target section includes a CVT shift control section 113 that changes a belt winding radius (that is, changes a transmission ratio) in the transmission 102, a primary regulator valve 114, a secondary regulator valve 115, and a lockup mechanism for the torque converter 116. 117, a lock-up control valve 118, and a lock-up relay valve 119 are provided. This oil supply target part is controlled by a transmission ECU (not shown) of the transmission 102.

  As the oil supply path, a mission oil flow path 122 into which mission oil discharged from the oil pump 112 flows is provided. The mission oil in the mission oil passage 122 is supplied to the CVT shift control unit 113. A mission oil flow path 123 as an oil supply path is branched from the mission oil flow path 122. The mission oil in the mission oil passage 123 is supplied to the primary regulator valve 114.

  The mission oil of the primary regulator valve 114 is discharged to the mission oil passage 124. The mission oil passage 124 branches into a mission oil passage 125 and a mission oil passage 126 as oil supply passages. The mission oil in the mission oil passage 125 is supplied to the secondary regulator valve 115. The mission oil in the mission oil passage 126 is supplied to the lockup control valve 118.

  The mission oil of the secondary regulator valve 115 is discharged to a mission oil passage 127 as an oil supply passage. The mission oil in the mission oil passage 127 is supplied to the lockup relay valve 119. A mission oil flow path 128 as an oil circulation path is branched from the mission oil flow path 127. The mission oil in the mission oil passage 128 is discharged to the mission oil passage 129 as an oil circulation passage through the check valve 141. The mission oil passage 129 is connected to the mission oil passage 121.

  Further, the mission oil of the lockup control valve 118 is discharged to a mission oil passage 130 as an oil supply passage. The mission oil in the mission oil passage 130 is supplied to the lockup relay valve 119.

  The lockup relay valve 119 is connected to a mission oil passage 131 and a mission oil passage 132 as oil supply passages. The lockup relay valve 119 is connected to a mission oil passage 133 as an oil circulation passage.

  The lockup relay valve 119 communicates the mission oil passage 130 and the mission oil passage 131 when the lockup of the torque converter 116 is off, and the mission oil passage 131 receives the mission oil in the mission oil passage 130. Supply. When the lockup is off, the mission oil passage 132 and the mission oil passage 133 are communicated, and the mission oil in the mission oil passage 132 is sent to the mission oil passage 133.

  On the other hand, the lockup relay valve 119 communicates the mission oil passage 130 and the mission oil passage 132 when the lockup of the torque converter 116 is on, and the mission oil passage 132 is connected to the mission oil passage 130. Supply mission oil. When the lock-up is on, the mission oil passage 127 and the mission oil passage 133 are communicated, and the mission oil in the mission oil passage 127 is sent to the mission oil passage 133.

  The mission oil passage 131 and the mission oil passage 133 are connected to a mission oil passage switching valve 151. A mission oil passage 134 as an oil supply passage and a mission oil passage 135 as an oil circulation passage are connected to the passage switching valve 151. The mission oil in the mission oil passage 135 is discharged to a mission oil passage 136 as an oil circulation passage through a check valve 142. The mission oil flow path 136 is connected to the mission oil flow path 121 via the mission oil flow path 129. Further, the mission oil flow paths 21 and 22 are also connected to the flow path switching valve 151.

  The flow path switching valve 151 includes a return spring 151a and a heat-sensitive operation member 151b as a flow path switching mechanism. The operation member 151b is formed of, for example, a shape memory alloy.

  The operating member 151b is compressed by an external force (elastic force of the return spring 151a) when the oil temperature of the mission oil is lower than the temperature at the end of warm-up. At that time, the flow path switching valve 151 communicates the mission oil flow path 131 and the mission oil flow path 21, communicates the mission oil flow path 134 and the mission oil flow path 22, and transmits the mission oil flow path. 133 communicates with the mission oil flow path 135. Therefore, before the transmission 102 is warmed up, the mission oil in the mission oil passage 131 is warmed by the first heat exchanger 1 and then sent to the torque converter 116 via the mission oil passage 134. Therefore, in the torque converter 116, it becomes possible to implement lockup early. Therefore, this oil temperature control device can improve fuel consumption. The warmed mission oil that has passed through the torque converter 116 is sent to the mission oil passage 135 via the mission oil passage 132, the mission oil passage 133, and the passage switching valve 151. For this reason, the oil pump 112 can be quickly warmed up by the mission oil.

  On the other hand, the operating member 151b extends when the oil temperature of the mission oil is equal to or higher than the temperature at the end of warm-up, and presses and contracts the return spring 151a against the elastic force of the return spring 151a. At that time, the flow path switching valve 151 communicates the mission oil flow path 131 and the mission oil flow path 134, communicates the mission oil flow path 133 and the mission oil flow path 21, and transmits the mission oil flow path. 135 is connected to the mission oil passage 22. For this reason, after the warming-up of the transmission 102 is completed, the mission oil sent from the mission oil passage 127 to the mission oil passage 133 is cooled by the first heat exchanger 1 and then passed through the mission oil passage 135. To the oil pump 112 side.

  By configuring the mission oil circuit in this manner, the oil temperature control device of the present embodiment provides the first heat exchanger 1 with the function of early warming up of the transmission 102 and the function of cooling the mission oil after the warming up. It can be made compatible.

  FIG. 4 shows another example of the transmission oil circuit of the transmission (belt type continuously variable transmission) 102.

  The mission oil circuit of FIG. 4 is obtained by replacing the flow path switching valve 151 with a flow path switching valve 152 in the mission oil circuit of FIG.

  The flow path switching valve 152 includes a return spring 152a similar to the flow path switching valve 151 and a heat-sensitive operation member 152b.

  The operating member 152b is compressed by an external force (elastic force of the return spring 152a) when the oil temperature of the mission oil is lower than the temperature at the end of warm-up. At that time, the flow path switching valve 152 communicates the mission oil flow path 133 and the mission oil flow path 21, communicates the mission oil flow path 135 and the mission oil flow path 22, and transmits the mission oil flow path. 131 communicates with the mission oil passage 134. For this reason, before the transmission 102 is warmed up, the mission oil in the mission oil passage 132 that has passed through the torque converter 116 flows into the mission oil passage 133 and is warmed by the first heat exchanger 1 before the mission oil. It is sent to the oil pump 112 side through the flow path 135. Therefore, the oil pump 112 is quickly warmed up by the mission oil. Therefore, this oil temperature control device can reduce the loss of the oil pump 112 before the end of warm-up, and can improve fuel consumption.

  On the other hand, the operating member 152b expands when the oil temperature of the mission oil is equal to or higher than the temperature at the end of warm-up, and presses the return spring 152a against the elastic force of the return spring 152a. At that time, the flow path switching valve 152 communicates the mission oil flow path 131 and the mission oil flow path 21, communicates the mission oil flow path 134 and the mission oil flow path 22, and transmits the mission oil flow path. 133 communicates with the mission oil flow path 135. Here, after the warm-up of the transmission 102 is completed, the mission oil that has flowed from the mission oil passage 127 into the mission oil passage 133 is returned to the oil pump 112 side without passing through the first heat exchanger 1. Therefore, when it is detected that the oil temperature of the mission oil has become equal to or higher than a predetermined temperature (the minimum temperature at which the mission oil needs to be cooled), the transmission ECU is locked up so that the lock-up of the torque converter 116 is turned off. The relay valve 119 is controlled. Thereby, the mission oil in the mission oil passage 132 that has passed through the torque converter 116 flows into the mission oil passage 133 and is cooled by the first heat exchanger 1, and then the oil pump 112 side through the mission oil passage 135. Sent to.

  By configuring the mission oil circuit in this way, the oil temperature control device of the present embodiment also provides the first heat exchanger with the function of early warm-up of the transmission 102 and the function of cooling the mission oil after the warm-up is completed. 1 can be compatible.

  As described above, the oil temperature control device according to the present invention can warm the transmission oil with the heat of the engine oil and warm up the transmission 102 at an early stage before the warming up of the transmission 102 is completed. . For this reason, this oil temperature control device can improve fuel consumption. In addition, when the oil temperature of the mission oil exceeds the oil temperature of the engine oil after the warming-up of the transmission 102, the oil temperature control device can pass the heat of the mission oil to the engine oil and cool the mission oil. it can. For this reason, since this oil temperature control device can reduce heat loss in the transmission 102, fuel efficiency can be improved. When the mission oil is cooled, the engine oil that has taken the heat of the mission oil is cooled by the engine coolant. In other words, this oil temperature control device does not directly exchange heat between the mission oil having a large temperature difference and the engine coolant when cooling the mission oil, but intervenes heat exchange with the engine oil between them. The heat of the mission oil can be indirectly passed to the engine coolant. Therefore, since this oil temperature control device can improve both the fuel consumption and the mission oil heating and cooling, it is possible to achieve both the early warm-up effect of the transmission and the mission oil cooling effect together with the fuel efficiency improvement effect. Can do. Further, this oil temperature control device does not disturb the temperature rise of the engine cooling water during the warming up of the engine 101, and the first heat exchanger 1 warms up the transmission 102 early (rapid temperature rise of the mission oil). The first heat exchanger 1 can cool the transmission oil after the warming-up of the transmission 102 is completed.

DESCRIPTION OF SYMBOLS 1 1st heat exchanger 2 2nd heat exchanger 11, 12 Engine oil flow path 21, 22 Mission oil flow path 31 Flow path switching valve 41 Water pump 42, 44, 45, 51, 53, 54 Cooling water flow path 43 Heater core 52 Radiator 101 Engine 102 Transmission 111 Reservoir 112 Oil Pump 116 Torque Converter 117 Lockup Mechanism 119 Lockup Relay Valve 151, 152 Channel Switching Valve

Claims (1)

A first heat exchanger for exchanging heat between engine oil and mission oil;
A second heat exchanger for exchanging heat between the engine oil and engine coolant;
A mission oil circuit through which the mission oil circulates;
With
On the mission oil circuit, a reservoir for storing the mission oil, an oil pump for sucking and discharging the mission oil in the reservoir, and the mission oil discharged from the oil pump for the transmission An oil comprising an oil supply path for supplying an oil supply target part, an oil circulation path for returning the mission oil that has passed through the oil supply target part to the storage part, and the first heat exchanger. Temperature control device.

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