JP2019094949A - Automatic transmission control device - Google Patents

Abstract

To quickly warm up an automatic transmission with a simple structure.SOLUTION: A CVT40 is installed to a vehicle 10. An ECU50 chooses a low gear side variogram rather than a reference variogram to control setting of the CVT40 and releases lock-up of a lock-up clutch 36 constituting a torque converter 30 in braking a vehicle under a warm-up mode.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an automatic transmission control device, and more particularly to an automatic transmission control device for controlling an automatic transmission provided in a vehicle.

  Patent Document 1 discloses an example of this type of control device. According to this document, the heat exchanger performs a heat exchange between the exhaust gas and the transmission oil, a first heat exchange unit that performs heat exchange between the exhaust gas and the engine coolant, and a second heat exchange that performs the heat exchange between the exhaust gas and the transmission oil. A heat exchange function comprising an exchange section and a third heat exchange section that performs heat exchange between engine coolant and transmission oil, and which warms up the engine and the automatic transmission quickly using exhaust gas The function as an oil cooler that prevents the transmission oil from overheating and the function as an EGR gas cooler are integrally provided. As a result, early warm-up of the transmission and hence fuel consumption can be improved.

JP, 2013-24032, A

  However, the technique of Patent Document 1 requires piping and heat exchangers for circulating cooling water, transmission oil, and exhaust gas, respectively, which causes a problem of increased cost and mounting space.

  Therefore, the main object of the present invention is to provide an automatic transmission control device capable of quickly warming up the automatic transmission with a simple structure.

  The automatic transmission control device according to the present invention is an automatic transmission control device for controlling the setting of an automatic transmission provided in a vehicle, and when braking the vehicle in the warm-up mode, it is better than the standard shift diagram A selection means is provided for selecting the low gear-side shift diagram for controlling the setting of the automatic transmission.

  Preferably, there is further provided a torque converter having a lockup clutch and release means for releasing lockup by the lockup clutch in connection with the processing of the selection means.

  When braking the vehicle under the warm-up mode, the setting of the automatic transmission is controlled with reference to the shift diagram on the low gear side. As a result, the rotational speed of the gears in the automatic transmission is increased, and the temperature rise of the transmission oil is promoted. As a result, early warming up of the automatic transmission can be achieved, and as a result, the practical fuel consumption after the start of the cold machine (in particular, during short distance operation in winter) is improved.

  The above object, other objects, features and advantages of the present invention will become more apparent from the detailed description of the following embodiments given with reference to the drawings.

It is a block diagram which shows the principal part structure of the vehicle of this Example. FIG. 5 is an illustrative view showing one example of a shift diagram referred to by the ECU shown in FIG. 2; FIG. 7 is a flow chart showing a part of the operation of the ECU shown in FIG. 1; FIG. 7 is a flow chart showing another part of the operation of the ECU shown in FIG. 1; FIG. 7 is a flow chart showing another part of the operation of the ECU shown in FIG. 1; It is an illustration figure which shows an example of the shift diagram referred by the vehicle of the other Example.

  Referring to FIG. 1, a vehicle 10 of this embodiment includes a four-stroke engine (internal combustion engine) 12 in which three cylinders 141 to 143 are formed as a power source.

  When the IG on operation is performed by the ignition key (not shown), the ECU 50 turns on the relay 22 to start the engine 12. The power of the battery 24 is supplied to the starter 26 via the relay 22 in the on state. The starter 26 rotates the drive plate 28 attached to the end of the crankshaft 16 to perform cranking.

  The engine 12 is started by cranking, and pistons (not shown) provided in each of the cylinders 141 to 143 move up and down at a speed at which the crankshaft 16 can rotate at an idle speed. The rotational force of the crankshaft 16 is transmitted to the rotation shaft 20s of the alternator 20 via the belt 18, and the battery 24 is charged by the power generated by the alternator 20.

  The rotational speed of the crankshaft 16 changes in accordance with the depression amount of the accelerator pedal (not shown). Further, the state of the vehicle 10 is detected by various sensors 46.

  A torque converter 30 is provided between the drive plate 28 and the CVT 40. The torque converter 30 includes a turbine runner 32, a pump impeller 34 and a lockup clutch 36. Among them, the pump impeller 34 is attached to the crankshaft 16 at a position close to the drive plate 28 and rotates with the rotation of the crankshaft 16. On the other hand, the turbine runner 32 is attached to the end of the input shaft 38 coupled to the CVT 40.

  Transmission oil is injected into the torque converter 30 and the CVT 40.

  When the lockup clutch 36 is not in operation, the turbine runner 32 is released from the drive plate 28. That is, the lockup is released. At this time, the rotational force of the drive plate 28 and thus the pump impeller 34 is transmitted to the turbine runner 32 via the transmission oil. By this, although the transmission loss of a rotational force generate | occur | produces, drivability improves.

  In contrast, when the lockup clutch 36 is actuated, the turbine runner 32 is coupled to the drive plate 28. That is, lockup is performed. At this time, the rotational force of the drive plate 28 is directly transmitted to the turbine runner 32. The turbine runner 32 and thus the input shaft 38 rotate as the drive plate 28 rotates. By this, the deterioration of the fuel consumption resulting from the transmission loss of a rotational force is suppressed.

  The rotational force of the input shaft 38 is transmitted to the drive shaft 44 via the CVT 40 and the differential mechanism 42. The gear ratio of the CVT 40 is adjusted by the ECU 50. For this adjustment, the shift diagram shown in FIG. 2 stored in the memory 50 mm is referred to.

  According to FIG. 2, the shift diagram draws different shift lines according to the opening degree (= TTL) of the throttle valve (not shown). The ECU 50 selects a shift line corresponding to the current throttle valve opening, detects the traveling speed of the vehicle 10 corresponding to the rotational speed of the engine 12 on the selected transmission line, and obtains the detected traveling speed. Adjust the gear ratio to. As a result, the vehicle 10 travels at a speed according to the transmission gear ratio set in the CVT 40.

  In this embodiment, when the T / M warm-up mode is in the off state, a standard shift diagram shown by a solid line is selected regardless of whether or not the brake on deceleration is being performed. On the other hand, when the T / M warm-up mode is turned on, the shift diagram of the one-step low gear side shown by the broken line at the time of brake on deceleration or the shift diagram of the two-step low gear side shown by the one-dot chain line is selected. . For such control, the ECU 50 repeatedly and repeatedly executes the grace period control process shown in FIG. 3, the mode control process shown in FIG. 4 and the transmission control process shown in FIG.

  When the processing shown in FIGS. 3 to 5 is executed, the ECU 50 functions as a CVT control device. In addition, control programs corresponding to these flowcharts are stored in the memory 50 mm. Furthermore, the timer 50tm measures an elapsed time after the engine 12 is started.

  Referring to FIG. 3, in step S1, it is determined based on the outputs of the various sensors 46 whether or not the warm-up of the engine 12 is completed. If the determination result is NO, the current suspension time control process is ended as it is, while if the determination result is YES, the current suspension time control process is ended after the processing of steps S3 to S9.

  At step S3, the value of timer 50tm is detected, and at step S5, the detected value is a reference value of time until engine warm-up determination is made. Threshold TH (memory in the form of map according to the outside air temperature and operation history It is judged whether or not it is less than 50 mm. If the determination result is YES, it is determined that the current start is not the cold start, and the process proceeds to step S7, and the constant T1 is set as the delay time Ts. On the other hand, if the determination result is NO, it is determined that the current start is a cold start, and the process proceeds to step S9, and a constant T2 larger than the constant T1 is set as the delay time Ts. Here, the value of the constant T1 may be "0" (the values of the read constants T1 and T2 are stored in the memory 50 mm in the form of a map according to the deviation width from the threshold TH, the outside temperature, and the operation history) Yes).

  Once the grace period Ts is set, the grace period control process shown in FIG. 3 is continuously interrupted until the engine 12 is restarted.

  Referring to FIG. 4, in step S11, it is determined whether or not a grace period Ts has elapsed since the warm-up of the engine 12 is completed. If a determination result is NO, T / M warm-up mode will be turned ON by step S13. On the other hand, if the determination result is YES, the T / M warm-up mode is turned off at step S15. The mode control process this time ends after the process of step S13 or S15.

  The reason for providing the T / M warm-up mode is that it takes more time for the transmission oil to rise in temperature than the engine coolant.

  Referring to FIG. 5, in step S21, it is determined whether the T / M warm-up mode is on. Further, in step S23, it is determined whether or not the vehicle 10 is in the process of brake-on deceleration by the brake operation. If the determination result of step S21 or the determination result of step S23 is NO, it will progress to step S25 and will select a standard shift diagram. The transmission ratio is controlled with reference to the selected standard transmission diagram. The present transmission control ends after the process of step S25.

  Not only during deceleration by the brake operation, but also when the T / M warm-up mode is off, selecting the standard shift map makes the NV (Noise, Vibration) worse due to an unnecessary increase in engine speed. It is possible to avoid the phenomenon that the braking force changes.

  If both the determination result in step S21 and the determination result in step S23 are YES, it is determined in step S27 whether the eco switch 48 is in the on state. If the determination result in step S27 is YES, the process proceeds to step S29, and a shift diagram on the two-step low gear side is selected. On the other hand, if the determination result in step S27 is NO, the process proceeds to step S31, and the shift diagram on the one-step low gear side is selected. As before, the transmission ratio is controlled with reference to the selected transmission diagram.

  When the process of step S29 or S31 is completed, the lockup is canceled in step S33, and then the present transmission control is ended.

  As can be understood from the above description, the CVT 40 is provided to the vehicle 10. When braking the vehicle 10 under the warm-up mode, the ECU 50 selects a shift diagram on the low gear side of the standard shift diagram for control of setting of the CVT 40 (S29, S31), and configures the torque converter 30. The lockup clutch 36 is released (S33).

  By selecting the shift diagram on the low gear side, the rotation speed of the gear in the CVT 40 is increased, and the temperature rise of the transmission oil is promoted. As a result, early warming up of the CVT 40 is achieved, and as a result, the practical fuel consumption after the start of the cold machine (in particular, during short distance operation in winter) is improved. The temperature rise of the transmission oil is further promoted by selecting the shift diagram on the two-stage low gear side when the eco switch 48 is on.

  Further, since slippage occurs in the torque converter 30 due to the lockup release, the oil temperature rises due to the stirring of the transmission oil. The rise in oil temperature contributes to the early warming up of CVT 40 and hence to the improvement of the practical fuel consumption after the start of the cold machine.

  In this embodiment, the CVT 40 is mounted on the vehicle 10. However, the CVT 40 may be replaced with an AT. In this case, the ECU that controls the AT refers to the shift diagram shown in FIG. 6 instead of the shift diagram shown in FIG.

  In FIG. 6, the shift diagram shown by a solid line corresponds to a standard shift diagram, the shift diagram shown by a broken line corresponds to a shift diagram on the one-step low gear side, and the shift diagram shown by an alternate long and short dash line is on the two-stage low gear side. Corresponds to the shift diagram of Further, the gear ratio at the time of downshift is adjusted along the shift diagram shown by a thick line (solid line, broken line or alternate long and short dashed line), and the gear ratio at the time of shift up is a shift diagram shown by thin line (solid line, dashed line or alternate long dashed line) Adjusted along.

  Further, in this embodiment, the length of the grace period Ts is changed according to the length of time from the start of the engine 12 to the completion of the warm-up of the engine 12 (see steps S1 to S9). However, the length of the grace period Ts may be changed according to the length of time from the previous stop of the engine 12 to the start of the engine 12 this time.

  Furthermore, in this embodiment, the T / M warm-up mode is turned on in a period from the completion of the warm-up of the engine 12 to the elapse of the grace period Ts. However, the T / M warm-up mode may be turned on in a period from when the warm-up of the engine 12 is completed to when the vehicle 10 travels a predetermined distance.

10 ... vehicle 12 ... engine 30 ... torque converter 36 ... lockup clutch 40 ... CVT
44 ... Drive shaft 48 ... Eco switch 50 ... ECU

Claims (2)

An automatic transmission control device for controlling settings of an automatic transmission provided in a vehicle, comprising:
An automatic transmission control device comprising: selection means for selecting a shift diagram on the low gear side relative to a standard shift diagram for controlling the setting of the automatic transmission when braking the vehicle under a warm-up mode. The automatic transmission control device according to claim 1, further comprising: a torque converter having a lockup clutch; and release means for releasing lockup by the lockup clutch in relation to processing of the selection means.

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