JP2018054068A - Transmission device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress deterioration of fuel consumption of a vehicle.SOLUTION: Charging of a hydraulic oil to an accumulator is permitted (S130, S140) when an oil temperature To of the hydraulic oil in a hydraulic control device is a threshold value Tomin or more and a threshold value Tomax or less, when an accumulator internal pressure Pacc is less than a threshold value Pacc1 (S110) during an operation of an engine, and the charging of the hydraulic oil to the accumulator is inhibited (S130, S150), when the oil temperature To is less than the threshold value Tomin or higher than the threshold value Tomax. Thus an opportunity to charge the hydraulic oil to the accumulator can be limited in comparison with a case when the charging of the hydraulic oil to the accumulator is permitted at all times.SELECTED DRAWING: Figure 5

Description

  The present disclosure relates to a transmission.

  Conventionally, as this type of transmission, an oil pump that pumps hydraulic oil (oil) using power from an engine, a forward clutch connected to the oil pump via an oil path, and a branch from the oil path An apparatus including a hydraulic control device having an accumulator (pressure accumulator) provided in a branch oil passage and a switching valve capable of shutting off between the accumulator and the oil passage has been proposed (see, for example, Patent Document 1). . In this transmission, during operation of the engine, the switching valve is opened to accumulate the oil pressure in the oil passage in the accumulator, and when the engine is stopped, the switching valve is closed to hold the accumulated oil pressure during operation of the engine in the accumulator. When the engine is restarted, the switching valve is opened and the hydraulic pressure accumulated in the accumulator is supplied to the forward clutch.

  The transmission includes an oil pump that pumps hydraulic oil (oil) using power from the engine, a forward clutch (friction engagement device) connected to the oil pump via an oil path, and the oil path An apparatus including a hydraulic control device having an accumulator (pressure accumulator) connected to the valve is also proposed (see, for example, Patent Document 2). In this transmission, when the temperature of the hydraulic oil is a temperature corresponding to a viscosity at which the operation of the forward clutch is inappropriate, automatic engine stop is prohibited.

Japanese Patent No. 3807145 Japanese Patent No. 3635939

  In the former transmission, the hydraulic pressure from the oil pump is always accumulated in the accumulator during engine operation. Therefore, there are many opportunities to accumulate in the accumulator, which may lead to deterioration in fuel consumption of the vehicle. . Further, in the latter transmission described above, the accumulator is filled with hydraulic oil even when the hydraulic pressure of the accumulator is not used because the automatic stop of the engine is prohibited according to the temperature of the hydraulic oil (because it is not automatically started thereafter). The fuel consumption of the vehicle may be deteriorated.

  The main purpose of the transmission of the present disclosure is to suppress deterioration in fuel consumption of the vehicle.

  The transmission according to the present disclosure employs the following means in order to achieve the main object described above.

The transmission according to the present disclosure includes:
A transmission device that is mounted on a vehicle including an engine capable of automatic stop and automatic start, and that forms a gear stage by engaging and disengaging a plurality of engagement elements to transmit power from the engine to drive wheels,
A pump that pumps hydraulic oil using power from the engine; and a pressure accumulator that is connected to an oil path from the pump to a hydraulic servo of the engagement element and accumulates hydraulic oil. And / or a hydraulic control device that controls hydraulic pressure of hydraulic oil from the accumulator and supplies the hydraulic servo to the hydraulic servo;
When the temperature of the hydraulic oil is within a predetermined temperature range, the hydraulic oil is allowed to be charged into the accumulator, and when the temperature of the hydraulic oil is outside the predetermined temperature range, the hydraulic accumulator is charged with the hydraulic oil. A control device to prohibit,
It is a summary to provide.

  In the transmission of the present disclosure, when the temperature of the hydraulic oil is within a predetermined temperature range, the hydraulic oil is allowed to be charged into the pressure accumulator, and when the temperature of the hydraulic oil is outside the predetermined temperature range, the hydraulic oil to the pressure accumulator is permitted. Prohibit filling. Thereby, compared with what always permits filling of the hydraulic oil to an accumulator, the opportunity to fill an accumulator with hydraulic oil can be limited, and it can suppress that the fuel consumption of a vehicle deteriorates. .

It is a block diagram which shows the outline of a structure of the motor vehicle 10 carrying the transmission 20 which concerns on embodiment of this indication. 1 is a configuration diagram showing an outline of a mechanical configuration of a transmission 20 having an automatic transmission 25. FIG. It is explanatory drawing which shows the operation | movement table | surface showing the relationship between each gear stage of the automatic transmission 25, and the operation state of clutch C1-C4, brake B1, B2, and one-way clutch F1. FIG. 2 is a configuration diagram showing an outline of a configuration of a hydraulic control device 60. 5 is a flowchart showing an example of a charging permission / refusal determination routine executed by a transmission ECU 80. 5 is a flowchart showing an example of a charging permission / refusal determination routine executed by a transmission ECU 80.

  Next, modes for carrying out the present disclosure will be described with reference to the drawings.

  FIG. 1 is a configuration diagram showing an outline of a configuration of an automobile 10 equipped with a transmission 20 according to an embodiment of the present disclosure, and FIG. 2 is an outline of a mechanical configuration of the transmission 20 having an automatic transmission 25. FIG.

  As shown in FIGS. 1 and 2, the automobile 10 includes an engine 12, an engine electronic control unit (hereinafter referred to as an engine ECU) 16 that controls the operation of the engine 12, and a fluid attached to a crankshaft 14 of the engine 12. The input shaft 26 is connected to the transmission device 23 and the output side of the fluid transmission device 23, and the output shaft 28 is connected to the drive wheels 18 a and 18 b via the gear mechanism 42 and the differential gear 44 so as to be input to the input shaft 26. The stepped automatic transmission 25 that shifts the transmitted power and transmits it to the output shaft 28, the hydraulic control device 60 that supplies hydraulic fluid to the fluid transmission device 23 and the automatic transmission 25, and the hydraulic control device 60 are controlled. A transmission electronic control unit (hereinafter referred to as a transmission ECU) 80 for controlling the fluid transmission device 23 and the automatic transmission 25, and not shown Electronic brake control unit for controlling the child controlled hydraulic brake unit (hereinafter, brake as ECU) includes a 17, a. Here, the transmission 20 mainly corresponds to the automatic transmission 25, the hydraulic control device 60, and the transmission ECU 80.

  The engine ECU 16 is configured as a microprocessor centered on a CPU, and includes a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port in addition to the CPU. The engine ECU 16 receives signals from various sensors for detecting the operating state of the engine 12, such as an engine speed Ne from a speed sensor 14a attached to the crankshaft 14, and an accelerator opening as an amount of depression of the accelerator pedal 91. Signals such as the accelerator opening degree Acc from the accelerator pedal position sensor 92 for detecting Acc and the vehicle speed V from the vehicle speed sensor 98 are input via the input port. The engine ECU 16 outputs a drive signal to the throttle motor that drives the throttle valve, a control signal to the fuel injection valve, an ignition signal to the spark plug, and the like via the output port.

  As shown in FIG. 2, the fluid transmission device 23 is configured as a fluid torque converter with a lock-up clutch including a pump impeller, a turbine runner, a stator, a one-way clutch, a lock-up clutch, and the like.

  The automatic transmission 25 is configured as an 8-speed transmission, and, as shown in FIG. 2, a double pinion type first planetary gear mechanism 30, a Ravigneaux type second planetary gear mechanism 35, and an input Four clutches C1, C2, C3, C4 and two brakes B1, B2 and a one-way clutch F1 for changing the power transmission path from the side to the output side.

  The first planetary gear mechanism 30 of the automatic transmission 25 is engaged with a sun gear 31 that is an external gear and a ring gear 32 that is an internal gear disposed concentrically with the sun gear 31 and one of the first gear mechanism 30 and the sun gear 31. The other includes a planetary carrier 34 that holds a plurality of sets of two pinion gears 33a and 33b meshing with the ring gear 32 so as to be rotatable (rotatable) and revolved. As illustrated, the sun gear 31 of the first planetary gear mechanism 30 is fixed to the transmission case 22, and the planetary carrier 34 of the first planetary gear mechanism 30 is coupled to the input shaft 26 so as to be integrally rotatable. The first planetary gear mechanism 30 is configured as a so-called reduction gear, and decelerates the power transmitted to the planetary carrier 34 as an input element and outputs it from a ring gear 32 as an output element.

  The second planetary gear mechanism 35 of the automatic transmission 25 is an internal gear disposed concentrically with the first sun gear 36a and the second sun gear 36b, which are external gears, and the first and second sun gears 36a and 36b. Ring gear 37, a plurality of short pinion gears 38a meshing with first sun gear 36a, a plurality of long pinion gears 38b meshing with second sun gear 36b and a plurality of short pinion gears 38a and meshing with ring gear 37, a plurality of short pinion gears 38a and It has a planetary carrier 39 for holding a plurality of long pinion gears 38b so as to be rotatable (rotatable) and revolved. The ring gear 37 of the second planetary gear mechanism 35 functions as an output member of the automatic transmission 25, and the power transmitted from the input shaft 26 to the ring gear 37 is transmitted to the left and right drive wheels 18a via the gear mechanism 42 and the differential gear 44. , 18b. The planetary carrier 39 is supported by the transmission case 22 via the one-way clutch F1, and the rotation direction of the planetary carrier 39 is limited to one direction by the one-way clutch F1.

  Each of the clutches C1 to C4 has a hydraulic servo constituted by a piston, a plurality of friction plates and separator plates, an oil chamber to which hydraulic oil is supplied, and the like, and connects the two rotating systems to each other. It is configured as a frictional hydraulic clutch that can be released. The clutch C1 can connect the ring gear 32 of the first planetary gear mechanism 30 and the first sun gear 36a of the second planetary gear mechanism 35 to each other and release the connection therebetween. The clutch C2 is capable of connecting the input shaft 26 and the planetary carrier 39 of the second planetary gear mechanism 35 to each other and releasing the connection therebetween. The clutch C3 can connect the ring gear 32 of the first planetary gear mechanism 30 and the second sun gear 36b of the second planetary gear mechanism 35 to each other and release the connection therebetween. The clutch C4 can connect the planetary carrier 34 of the first planetary gear mechanism 30 and the second sun gear 36b of the second planetary gear mechanism 35 to each other and release the connection therebetween.

  Each of the brakes B1 and B2 has a hydraulic servo including a piston, a plurality of friction plates and separator plates, an oil chamber to which hydraulic oil is supplied, and the rotation system is connected to a fixed system and connected to the brake. It is configured as a friction-type hydraulic brake that can be released. The brake B1 can fix the second sun gear 36b of the second planetary gear mechanism 35 to the transmission case 22 in a non-rotatable manner and can release the second sun gear 36b from being fixed to the transmission case 22. The brake B2 can fix the planetary carrier 39 of the second planetary gear mechanism 35 to the transmission case 22 in a non-rotatable manner and can release the fixation of the planetary carrier 39 to the transmission case 22.

  The one-way clutch F1 is an inner race coupled (fixed) to the planetary carrier 39 of the second planetary gear mechanism 35, an outer race fixed to the transmission case 22, and a torque transmission disposed between the inner race and the outer race. It has a member (a plurality of sprags, etc.) and allows only rotation in one direction of the planetary carrier 39.

  The clutches C1 to C4 and the brakes B1 and B2 operate by receiving hydraulic oil supplied and discharged by the hydraulic control device 60. FIG. 3 shows an operation table showing the relationship between the respective shift stages of the automatic transmission 25 and the operation states of the clutches C1 to C4, the brakes B1, B2, and the one-way clutch F1. The automatic transmission 25 sets the clutches C1 to C4 and the brakes B1 and B2 to the states shown in the operation table of FIG. 3 so that the forward speeds of the first speed to the eighth speed and the reverse speeds of the first speed and the second speed are achieved. I will provide a. Specifically, as shown in FIG. 3, the first forward speed is formed by engaging the clutch C1. In the first forward speed, the brake B2 is also engaged during engine braking. The second forward speed is formed by engaging the clutch C1 and the brake B1. The third forward speed is formed by engaging the clutch C1 and the clutch C3. The fourth forward speed is formed by engaging the clutch C1 and the clutch C4. The fifth forward speed is formed by engaging the clutch C1 and the clutch C2. The sixth forward speed is formed by engaging the clutch C2 and the clutch C4. The seventh forward speed is formed by engaging the clutch C2 and the clutch C3. The eighth forward speed is formed by engaging the clutch C2 and the brake B1. The first reverse speed is formed by engaging the clutch C3 and the brake B2. The second reverse speed is formed by engaging the clutch C4 and the brake B2.

  As shown in FIG. 4, the hydraulic control device 60 includes an oil pump 61 that pumps hydraulic oil using the power of the engine 12, and a part of the hydraulic oil pumped from the oil pump 61 as a cooler 71, a gear, a bearing, and the like. The regulator valve 62 for adjusting the pressure while supplying to the lubrication object 72 and generating the line pressure PL in the line pressure oil passage 63, and the clutch C1 to C4 and the brakes B1, B2 by adjusting the line pressure PL of the line pressure oil passage 63 Linear solenoid valves SLC1 to SLC4, SLB1 and SLB2 (SLC2 to 4 and SLB1 are not shown), an accumulator 64 as a pressure accumulator for accumulating hydraulic fluid, an accumulator 64 and a line pressure oil passage And an on / off solenoid valve 65 that communicates with and shuts off from the engine 63. The on / off solenoid valve 65 is configured as a normally closed type valve.

  The transmission ECU 80 is configured as a microprocessor centered on a CPU, and includes a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port in addition to the CPU. . The transmission ECU 80 includes an oil temperature To from the oil temperature sensor 68 that detects the oil temperature of the hydraulic oil in the hydraulic control device 60, a shift position SP from the shift position sensor 96 that detects the position of the shift lever 95, and the vehicle speed. A vehicle speed V or the like from the sensor 98 is input via the input port. As the shift position SP of the shift lever 95, in this embodiment, a parking position (P position) used during parking, a reverse position (R position) for reverse travel, a neutral position (N position), and a normal position for forward travel Drive positions (D position) are prepared. The transmission ECU 80 outputs a control signal to the hydraulic control device 60 (linear solenoid valves SLC1, SLB2, on / off solenoid valve 65) through an output port.

  The engine ECU 16, the brake ECU 17, and the transmission ECU 80 are connected to each other via a communication port, and exchange various control signals and data necessary for control with each other. The transmission ECU 80 inputs the engine rotational speed Ne and the accelerator opening degree Acc from the accelerator pedal position sensor 92 via communication via the engine ECU 16, and detects the amount of depression of the brake pedal 93 from the brake pedal position sensor 94. The opening Bra is input by communication via the brake ECU 17.

  In the vehicle 10 configured in this manner, the engine ECU 16 is in a state where the automatic stop condition of the engine 12 is satisfied and the automatic stop is permitted, such as the vehicle speed V being less than a predetermined vehicle speed while the engine 12 is operating. The engine 12 is automatically stopped, and the engine 12 is cranked and automatically started when an automatic start condition of the engine 12 such as brake-off or accelerator-on is satisfied during the automatic stop of the engine 12. Yes.

  When the engine 12 is in operation, the transmission ECU 80 opens the on / off solenoid valve 65 as necessary to accumulate hydraulic pressure from the oil pump 61 (hydraulic fluid in the line pressure oil passage 63) in the accumulator 64, and When 12 is automatically stopped, the on / off solenoid valve 65 is closed to hold the hydraulic pressure accumulated in the accumulator 64. Then, when the engine 12 is automatically started next time, the on / off solenoid valve 65 is opened to release the hydraulic pressure (hydraulic fluid) accumulated in the accumulator 64 to the line pressure oil passage 63, and the engine 12 is started and oiled. Until the pump 61 is operated, the engagement control of the clutch C1 that forms the first forward speed is performed using the hydraulic pressure from the accumulator 64. This engagement control is performed so that hydraulic fluid is supplied to the hydraulic servo of the clutch C1 until the friction material (friction plate, separator plate) is engaged (completely engaged) without slipping. Alternatively, the hydraulic fluid may be supplied to the hydraulic servo of the clutch C1 until the friction material is engaged (semi-engaged) with slipping, or just before the friction material slides (piston stroke). The hydraulic oil may be supplied to the hydraulic servo of the clutch C1 until the end).

  Further, the transmission ECU 80 determines that the hydraulic pressure accumulated in the accumulator 64 during operation of the engine 12 (accumulator internal pressure Pacc) is equal to or higher than the stop permission threshold Paccsp, and that the oil temperature To is within the idle stop permission temperature range. And an automatic stop permission signal for permitting automatic stop of the engine 12 is transmitted to the engine ECU 16. The engine ECU 16 does not automatically stop the engine 12 until an automatic stop permission signal is received from the transmission ECU 80 (automatic stop is permitted) even if the automatic stop condition of the engine 12 is satisfied.

  Here, the accumulator internal pressure Pacc includes the filling state in which the accumulator 64 is filled with the working oil, the holding state in which the working oil filled in the accumulator 64 is held, and the discharge in which the working oil filled in the accumulator 64 is discharged. The state is estimated according to which of the states. For example, when the accumulator 64 is in a filled state, the amount of change in hydraulic pressure (filling rate) per unit time when the hydraulic oil is filled is determined based on the oil temperature (the lower the oil temperature, the lower the viscosity of the hydraulic oil. Therefore, the amount of change per unit time is small), and it can be estimated by time-integrating the hydraulic pressure that rises at the determined filling rate. Further, when the accumulator 64 is in the holding state, the change amount (leakage rate) of the hydraulic pressure per unit time when the hydraulic oil leaks from the accumulator 64 is determined based on the oil temperature, and the hydraulic pressure that decreases at the determined leakage rate is determined. It can be estimated by time integration. When the accumulator 64 is in a discharge state, the amount of change in hydraulic pressure (discharge rate) per unit time when hydraulic fluid is discharged from the accumulator 64 is determined based on the oil temperature, and the hydraulic pressure that decreases at the determined discharge rate is determined. It can be estimated by time integration.

  The stop permission threshold value Paccsp can be supplied by the hydraulic pressure accumulated in the accumulator 64 when the engine 12 is started automatically and then the engine 12 is started and started next time to prepare for engagement of the clutch C1. Further, it is set in consideration of the amount of leakage of hydraulic oil during the automatic stop of the engine 12. The idle stop permission temperature range is set based on the specifications of the automatic transmission 25, the hydraulic control device 60, and the like. For example, −2 ° C., 0 ° C., 2 ° C., or the like is used as the lower limit Tidmin of the idle stop permission temperature range. As the upper limit Tidmax of the idle stop permission temperature range, 98 ° C., 100 ° C., 102 ° C., or the like is used.

  Next, the operation of the transmission 20 of the present embodiment configured as described above, particularly, the operation when determining whether or not to allow the accumulator 64 to be charged with hydraulic oil during operation of the engine 12 will be described. FIG. 5 is a flowchart showing an example of a charging permission / refusal determination routine executed by the transmission ECU 80. This routine is repeatedly executed when the engine 12 is in operation and the on / off solenoid valve 65 is closed.

  When the filling permission / refusal determination routine is executed, the transmission ECU 80 inputs the accumulator internal pressure Pacc (step S100). The input accumulator internal pressure Pacc is compared with the threshold value Pacc1 (step S110). The method for estimating the accumulator internal pressure Pacc has been described above. The threshold value Pacc1 is a threshold value used for determining whether or not the accumulator 64 is required to be filled with hydraulic oil, and a value less than the stop permission threshold value Paccsp is used. The accumulator internal pressure Pacc is less than the threshold value Pacc1 when the accumulator internal pressure Pacc is decreased due to the leakage of the hydraulic oil from the accumulator 64 after the accumulator 64 is completely charged during operation of the engine 12. For example, when the accumulator internal pressure Pacc is decreased by automatically starting the engine 12 that has been automatically stopped and using the hydraulic pressure from the accumulator 64 for engaging the clutch C1.

  When the accumulator internal pressure Pacc is greater than or equal to the threshold value Pacc1 in step S110, it is determined that the accumulator 64 is not required to be filled with hydraulic oil, and the process returns to step S100. When the accumulator internal pressure Pacc is less than the threshold value Pacc1 in step S110, it is determined that the accumulator 64 is required to be filled with hydraulic oil, and the oil temperature To from the oil temperature sensor 68 is input (step S120). The temperature To is compared with thresholds Tomin and Tomax (step S130). Here, the threshold values Tomin and Tomax are threshold values used to determine whether or not the accumulator 64 is filled with hydraulic oil, and in this embodiment, the threshold value Tomin is a predetermined value Δα than the lower limit Tidmin of the idle stop permission temperature range. A low temperature T11 (= Tidmin−Δα) is used, and a temperature T12 (= Tidmax + Δβ) that is higher than the upper limit Tidmax of the idle stop permission temperature range by a predetermined value Δβ is used as the threshold value Tomax. Here, the predetermined values Δα and Δβ are determined based on the detection error of the oil temperature sensor 68, and for example, 1 ° C., 2 ° C., 3 ° C., or the like can be used.

  When the oil temperature To is not less than the threshold value Tomin and not more than the threshold value Tomax in step S130, the accumulator 64 is allowed to be charged with hydraulic oil (step S150), and this routine is terminated. When the accumulator 64 is allowed to be filled with hydraulic oil, the on / off solenoid valve 65 is opened. Then, since the accumulator 64 is filled with hydraulic oil from the line pressure oil passage 63 and the accumulator internal pressure Pacc rises, the on-off solenoid valve 65 is closed when the accumulator internal pressure Pacc reaches a threshold Pacc2 higher than the threshold Pacc1. To do. As the threshold value Pacc2, a value equal to or higher than the above-described stop permission threshold value Paccsp is used.

  When the oil temperature To is lower than the threshold value Tomin or higher than the threshold value Tomax in step S130, charging of the hydraulic oil to the accumulator 64 is prohibited (step S140), and this routine is ended. When charging of the accumulator 64 with hydraulic oil is prohibited, the on / off solenoid 65 is not opened (the valve is kept closed).

  As described above, when the accumulator 64 is required to be filled with hydraulic oil, when the oil temperature To is within the threshold value Tomin and below the threshold value Tomax (a temperature range slightly wider than the idle stop permission temperature range). When the oil temperature To is lower than the threshold value Tomin or higher than the threshold value Tomax, the accumulator 64 is prohibited from being charged with the hydraulic oil. Thereby, when filling of the hydraulic oil into the accumulator 64 is required, the opportunity to fill the accumulator 64 with hydraulic oil is limited as compared with the case where the accumulator 64 is always allowed to be filled with hydraulic oil. Can do. Specifically, when idle stop is not performed (the transmission ECU 80 does not transmit an automatic stop permission signal for permitting automatic stop of the engine 12 to the engine ECU 16), the accumulator 64 is filled with hydraulic oil (filled wastefully). Can be suppressed. As a result, the deterioration of the fuel consumption of the vehicle can be suppressed.

  Further, when the oil temperature To is lower than the threshold value Tomin or higher than the threshold value Tomax, the range of the oil temperature To that prohibits the filling of the accumulator 64 with the working oil by prohibiting the filling of the accumulator 64 with the working oil. It is considered that the estimation accuracy of the accumulator internal pressure Pacc does not need to be sufficiently secured in the range of the oil temperature To that allows the accumulator 64 to be charged with the hydraulic oil. This limits the range of the oil temperature To where the filling rate, leakage rate, and discharge rate used for estimating the accumulator internal pressure Pacc need to be accurately determined (for example, from a temperature slightly lower than the threshold value Tomin to slightly higher than the threshold value Tomax). Limited to a range up to temperature). As a result, the amount of data stored in a ROM (not shown) of the transmission ECU can be reduced. Of course, it is not necessary to limit the range of the oil temperature To that accurately determines the filling rate, the leakage rate, and the discharge rate.

  Further, in consideration of detection error of the oil temperature sensor 68, a temperature T11 (= Tidmin−Δα) that is lower than the lower limit Tidmin of the idle stop permission temperature range by a predetermined value Δα is used as the threshold value Tomin, and the idle stop permission temperature is set as the threshold value Tomax. A temperature T12 (= Tidmax + Δβ) that is higher than the upper limit Tidmax of the range by a predetermined value Δβ is used. Thus, it is possible to suppress the prohibition of the filling of the hydraulic oil into the accumulator 64 when there is a possibility that the idle stop is performed.

  In the transmission 20 of the present disclosure, a temperature T11 (= Tidmin−Δα) that is lower than the lower limit Tidmin of the idle stop permission temperature range by a predetermined value Δα is used as the threshold value Tomin, and the threshold Tomax is higher than the upper limit Tidmax of the idle stop permission temperature range. Although the temperature T12 (= Tidmax + Δβ) that is higher by the predetermined value Δβ is used, the lower limit Tidmin and the upper limit Tidmax of the idle stop permission temperature range may be used as the thresholds Tomin and Tomax.

  In the transmission 20 according to the present disclosure, the threshold values Tomin and Tomax are assumed to use uniform values, but values that depend on whether the charging of the hydraulic oil to the accumulator 64 was permitted or prohibited last time may be used. Good. An example of the filling permission / refusal determination routine in this case is shown in FIG. The filling permission / inhibition determination routine of FIG. 6 is the same as the filling permission / inhibition determination routine of FIG. 5 except that the processes of steps S200 to S220 are added. Therefore, the same process is given the same step number, and the detailed description thereof is omitted.

  In the charging permission determination routine of FIG. 6, when the oil temperature To is input (step S120), the transmission ECU 80 determines whether or not charging of the accumulator 64 is permitted when this routine is executed last time. (Step S200). When the hydraulic oil is not charged into the accumulator 64 last time, the above-described temperatures T11 (= Tidmin−Δα) and T12 (= Tidmax + Δβ) are set as the thresholds Tomin and Tomax, respectively (Step S210), and the oil temperature To. And thresholds Tomin and Tomax are compared to determine whether the accumulator 64 is filled with hydraulic fluid (steps S130 to S150), and this routine is terminated. On the other hand, when the accumulator 64 was previously filled with hydraulic oil, the threshold value Tomin is set to a temperature (T11−α) lower than the temperature T11 by a predetermined value α, and the threshold value Tomax is set to a predetermined value β from the temperature T12. A high temperature (T12 + β) is set (step S220), the oil temperature To is compared with the thresholds Tomin and Tomax, and it is determined whether or not the accumulator 64 is filled with hydraulic oil (steps S130 to S150). finish. Here, the predetermined values α and β are values used to provide hysteresis when switching the charging of the hydraulic oil into the accumulator 64 from permission to prohibition and when switching from prohibition to permission, for example, 2 ° C. Or 3 ° C. or 4 ° C. can be used. In this way, by adding hysteresis to the thresholds Tomin and Tomax when switching the charging of the hydraulic oil into the accumulator 64 from permission to prohibition and when switching from the prohibition to permission, the filling of the hydraulic oil into the accumulator 64 is prevented. It is possible to suppress frequent changes (hunting) between permission and prohibition.

  In the charging permission / refusal determination routine of FIG. 6, when charging of the hydraulic oil into the accumulator 64 was previously prohibited, temperatures T11 (= Tidmin−Δα) and T12 (= Tidmax + Δβ) are set as thresholds Tomin and Tomax, respectively. However, the lower limit Tidmin and the upper limit Tidmax of the idle stop permission temperature range may be set.

  In the transmission 20 according to the present disclosure, the accumulator internal pressure Pacc is estimated according to whether the accumulator 64 is in a filling state, a holding state, or a discharge state, but the hydraulic pressure in the accumulator 64 is It is also possible to provide a hydraulic sensor for detection and use a value detected by the hydraulic sensor.

  In the transmission 20 of the present disclosure, an eight-speed transmission is used as the automatic transmission 25, but a four-speed transmission, a five-speed transmission, a six-speed transmission, a ten-speed transmission, etc. The automatic transmission may be used.

  As described above, the transmission (20) of the present disclosure is mounted on the vehicle (10) including the engine (12) capable of automatic stop and automatic start, and includes a plurality of engagement elements (C1 to C4, B1, B2) is a transmission (20) that forms a gear position by engaging / disengaging and transmits power from the engine (12) to drive wheels (18a, 18b), and uses the power from the engine (12). And a pressure accumulator for accumulating hydraulic oil while being connected to an oil passage from the pump (61) to the hydraulic servo of the engagement elements (C1 to C4, B1, B2). (64), a hydraulic control device (60) for controlling hydraulic pressure of hydraulic oil from the pump (61) and / or the accumulator (64) and supplying the hydraulic servo to the hydraulic servo, and the hydraulic oil When the temperature is within the specified temperature range A control device (80) that permits filling of the pressure accumulator (64) with hydraulic oil and prohibits filling of the pressure accumulator (64) when the temperature of the hydraulic oil is outside the predetermined temperature range. ).

  In the transmission of the present disclosure, when the temperature of the hydraulic oil is within a predetermined temperature range, the hydraulic oil is allowed to be charged into the pressure accumulator, and when the temperature of the hydraulic oil is outside the predetermined temperature range, the hydraulic oil to the pressure accumulator is permitted. Prohibit filling. Thereby, compared with what always permits filling of the hydraulic oil to an accumulator, the opportunity to fill an accumulator with hydraulic oil can be limited, and it can suppress that the fuel consumption of a vehicle deteriorates. .

  In such a transmission (20) of the present disclosure, the control device (80) uses the hydraulic oil from the pressure accumulator (64) when the engine (12) is automatically started. The hydraulic control device (60) is controlled so that any one of the elements (C1 to C4, B1, B2) is engaged, and the predetermined temperature range is the automatic stop and automatic start of the engine (12). It is good also as a thing including the idle stop permission temperature range which accept | permits. In this way, it is possible to suppress the pressure accumulator from being filled with hydraulic oil when the engine is not automatically stopped and automatically started.

  The transmission (20) of the present disclosure of this aspect includes a temperature sensor (68) that detects the temperature of the hydraulic oil, and the predetermined temperature range is based on a detection error of the temperature sensor (68). It may be determined to be wider than the stop permission temperature range. In this way, it is possible to prevent the hydraulic oil from being charged into the pressure accumulator when there is a possibility that the engine is automatically stopped and automatically started.

  In the transmission (20) of the present disclosure, the upper and lower limits of the predetermined temperature range are set with hysteresis when switching the charging of the hydraulic oil into the pressure accumulator (64) from permission to prohibition and when switching from prohibition to permission. It is good also as a thing. If it carries out like this, it can suppress that the frequent change (hunting) with permission and prohibition of the filling of the hydraulic oil to a pressure accumulator arises.

  In the transmission (20) according to the present disclosure, the hydraulic control device (60) includes a valve (65) that performs communication and disconnection between the oil passage and the pressure accumulator (64). When filling of the hydraulic oil into the pressure accumulator (64) is required, when the hydraulic oil filling into the pressure accumulator (64) is permitted, the valve (65) is opened, and the pressure accumulator (64 The valve (65) may not be opened when charging of the hydraulic oil into () is prohibited.

  As mentioned above, although the form for implementing this indication was demonstrated, this indication is not limited to such embodiment at all, and can be implemented with various forms within the range which does not deviate from the gist of this indication. Of course.

  The present disclosure can be used in the transmission industry and the like.

  DESCRIPTION OF SYMBOLS 10 Car, 12 Engine, 14 Crankshaft, 14a Rotation speed sensor, 16 Engine ECU, 17 Brake ECU, 18a, 18b Drive wheel, 20 Transmission, 22 Transmission case, 23 Fluid transmission, 25 Automatic transmission, 26 Input shaft , 28 output shaft, 30 first planetary gear mechanism, 31 sun gear, 32 ring gear, 33a, 33b pinion gear, 34 planetary carrier, 35 second planetary gear mechanism, 36a first sun gear, 36b second sun gear, 37 ring gear, 38a short pinion gear 38b Long pinion gear, 39 planetary carrier, 42 gear mechanism, 44 differential gear, 60 hydraulic control device, 61 oil pump, 62 regulator valve, 63 line pressure oil passage, 64 accumulator Murator, 65 On-off solenoid valve, 68 Oil temperature sensor, 71 Cooler, 72 Lubrication target, 80 Transmission ECU, 91 Accelerator pedal, 92 Accelerator pedal position sensor, 93 Brake pedal, 94 Brake pedal position sensor, 95 Shift lever, 96 shift Position sensor, 98 vehicle speed sensor, C1-C4 clutch, B1, B2 brake, F1 one-way clutch, SLC1-SLC4, SLB1, SLB2 linear solenoid valve.

Claims (5)

A transmission device that is mounted on a vehicle including an engine capable of automatic stop and automatic start, and that forms a gear stage by engaging and disengaging a plurality of engagement elements to transmit power from the engine to drive wheels,
A pump that pumps hydraulic oil using power from the engine; and a pressure accumulator that is connected to an oil path from the pump to a hydraulic servo of the engagement element and accumulates hydraulic oil. And / or a hydraulic control device that controls hydraulic pressure of hydraulic oil from the accumulator and supplies the hydraulic servo to the hydraulic servo;
When the temperature of the hydraulic oil is within a predetermined temperature range, the hydraulic oil is allowed to be charged into the accumulator, and when the temperature of the hydraulic oil is outside the predetermined temperature range, the hydraulic accumulator is charged with the hydraulic oil. A control device to prohibit;
A transmission comprising: The transmission according to claim 1, wherein
When the engine is automatically started, the control device controls the hydraulic control device so that any one of the plurality of engagement elements is engaged using hydraulic oil from the pressure accumulator. ,
The predetermined temperature range includes an idle stop permission temperature range that allows automatic stop and automatic start of the engine.
Transmission device. The transmission according to claim 2, wherein
A temperature sensor for detecting the temperature of the hydraulic oil;
The predetermined temperature range is determined to be wider than the idle stop permission temperature range based on a detection error of the temperature sensor.
Transmission device. The transmission according to any one of claims 1 to 3,
The upper and lower limits of the predetermined temperature range are set with hysteresis when switching from permitting to prohibiting charging of hydraulic oil to the pressure accumulator and when switching from prohibiting to permitting,
Transmission device. The transmission according to any one of claims 1 to 4, wherein
The hydraulic control device has a valve for communicating and blocking between the oil passage and the accumulator,
The control device opens the valve when permitting filling of the pressure accumulator when the pressure accumulator is required to be filled with hydraulic oil, and the control device opens the valve. Do not open the valve when charging is prohibited,
Transmission device.

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