JP6787686B2 - Hydraulic control device - Google Patents

Description

The present invention relates to a hydraulic control device for hydraulically controlling the lubricating oil of a transmission in a vehicle, and more particularly to a technical field for promoting a temperature rise of the lubricating oil.

Lubricating oil for lubricating a transmission in a vehicle has a high viscosity at a low temperature and becomes a resistance component of a rotating element in the transmission. For this reason, the power transmission efficiency of the transmission tends to decrease relatively significantly at low temperatures, and deterioration of fuel efficiency becomes a problem especially in a vehicle having an engine as a drive source for wheels.

Patent Document 1 below discloses that high-temperature lubricating oil is discharged from an oil pump of a transmission in order to alleviate a shift shock in shift control immediately after starting running after a low temperature start. In particular, Patent Document 1 discloses that the temperature of the discharged oil supplied to the transmission is further increased by increasing the discharge pressure of the lubricating oil discharged from the oil pump.

Japanese Unexamined Patent Publication No. 2006-52771

As described above, Patent Document 1 discloses that the discharge pressure of the lubricating oil from the oil pump is increased to promote the temperature rise of the lubricating oil in response to a low temperature, but Patent Document 1 discloses that the temperature rise of the lubricating oil is promoted. It is assumed that the promotion of temperature rise is performed only while the vehicle is stopped, and it is not assumed that the temperature rise is promoted while the vehicle is running.

By promoting the rise in oil temperature not only when the oil is stopped but also when the oil is running, the oil viscosity can be lowered at an earlier stage. That is, the state in which the power transmission efficiency is lowered due to the low temperature can be resolved earlier.

However, increasing the lubricating oil discharge pressure from the oil pump, that is, increasing the oil agitation resistance in the transmission may cause the driver to feel uncomfortable with the feeling of acceleration and reduce drivability.

Therefore, an object of the present invention is to suppress the decrease in drivability while trying to eliminate the state of decrease in power transmission efficiency of the transmission due to low temperature at an earlier stage.

The first hydraulic control device according to the present invention is a hydraulic control device that controls the hydraulic pressure of the lubricating oil of a transmission in a vehicle, and has a pressure adjusting unit that regulates the hydraulic pressure and an intention of acceleration by the driver of the vehicle. A control unit that determines the presence or absence of the acceleration intention based on the acceleration intention correlation information that correlates with the presence or absence, and controls the oil pressure to be raised by the pressure adjusting unit on condition that it is determined that there is no acceleration intention. The pressure adjusting unit includes an oil pump that is used as a supply source of the lubricating oil to the transmission and is driven based on the power of the engine, and the lubricating oil discharged from the oil pump and supplied to the transmission. It has a hydraulic control valve that performs hydraulic control, and controls the oil pressure by adjusting the discharge amount of the lubricating oil by opening and closing the hydraulic control valve to control the gear ratio of the transmission. On the condition that it is determined that there is no intention of accelerating while the vehicle is running , the hydraulic control valve controls the increase of the oil pressure and increases the gear ratio of the transmission.

As a result, even when the vehicle is running, if it is presumed that the driver has an intention to accelerate, the oil pressure increase control for increasing the oil pressure of the lubricating oil is not performed.
Further, by controlling to increase the gear ratio, the discharge pressure of the lubricating oil from the oil pump increases as the engine speed increases. That is, such an increase in the discharge pressure of the oil pump makes it possible to assist the increase in the oil pressure by the oil pressure control valve.
Further, when the gear ratio is increased, the rotation speed of the rotating element in the transmission also increases, and in this respect as well, it is possible to obtain the effect of increasing the oil stirring resistance.

In the above-described hydraulic control device according to the present invention, the control unit can perform control to raise the hydraulic pressure on the condition that the temperature of the lubricating oil is determined to be equal to or lower than a certain temperature.
This makes it possible to prevent the oil pressure rise control from being performed even if the viscosity of the lubricating oil drops below a certain viscosity.

In the above-described hydraulic control device according to the present invention, the control unit can perform control to raise the hydraulic pressure on the condition that it is determined that the outside air temperature of the vehicle is equal to or lower than a certain temperature.
As a result, when the outside air temperature is high to some extent and the oil viscosity is likely to decrease below a certain viscosity in a relatively short time without intentionally increasing the oil temperature, the oil stirring resistance is increased indiscriminately. It is possible to prevent the control from being performed.

In the above-described hydraulic control device according to the present invention, the control unit indicates whether or not there is an intention to accelerate the operation information of the accelerator pedal or the brake pedal, or information indicating whether or not the fuel cut of the engine provided in the vehicle is executed. It is possible to make a judgment based on at least one of them.
Each of the above-mentioned information is suitable as information indicating whether or not the driver has an intention to accelerate, and it is possible to increase the certainty of performing the flood control rise control in response to the case where there is no intention to accelerate.

In the above-described hydraulic control device according to the present invention, the control unit can perform control to increase the hydraulic pressure on the condition that the vehicle speed, which is the traveling speed of the vehicle, is determined to be equal to or higher than a certain speed. Is.
Increasing the oil agitation resistance in the low vehicle speed range makes it easier for the driver to perceive a decrease in vehicle speed, which may promote a decrease in drivability. Therefore, by further setting that the vehicle speed is equal to or higher than a certain speed as described above, the decrease in vehicle speed due to the increase in oil agitation resistance is less likely to be perceived by the driver.

The second hydraulic control device according to the present invention is a hydraulic control device that controls the hydraulic pressure of the lubricating oil of the transmission in the vehicle, and the pressure adjusting unit for adjusting the hydraulic pressure and the driver of the vehicle intend to accelerate. A control unit that determines the presence or absence of the acceleration intention based on the acceleration intention correlation information that correlates with the presence or absence, and controls the oil pressure to be raised by the pressure adjusting unit on condition that it is determined that there is no acceleration intention. The pressure adjusting unit includes an oil pump that is used as a supply source of the lubricating oil to the transmission and is driven based on the power of the engine, and the lubricating oil discharged from the oil pump and supplied to the transmission. It has a hydraulic control valve that performs hydraulic control, and controls the oil pressure by adjusting the discharge amount of the lubricating oil by opening and closing the hydraulic control valve to control the gear ratio of the transmission. , based on the information representative of the travel path gradient of the vehicle during traveling of the vehicle, and performs control for increasing the oil pressure as a further condition that the vehicle is determined to be traveling on a downhill.
As a result, even when the vehicle is running, if it is presumed that the driver has an intention to accelerate, the oil pressure increase control for increasing the oil pressure of the lubricating oil is not performed.
Further, when the vehicle is traveling on a downhill, it is difficult for the driver to perceive the feeling of deceleration of the vehicle due to the increase in the oil agitation resistance accompanying the control of the oil pressure rise. Therefore, by making it a further condition that the vehicle is traveling downhill as described above, it is difficult for the driver to perceive a decrease in vehicle speed due to an increase in oil agitation resistance.

In the above-described hydraulic control device according to the present invention, the control unit can perform control to increase the gear ratio on the condition that the gear ratio is determined to be equal to or lower than a certain value.
If control is performed to increase the gear ratio while the gear ratio is somewhat large (low gear side), the driver is likely to perceive a shift shock, and the possibility of significantly reducing drivability increases. On the condition that the gear ratio is equal to or less than a certain value (high gear side) as described above, it is possible to make the shift shock less perceptible.

According to the present invention, it is possible to suppress the decrease in drivability while trying to eliminate the state of decrease in power transmission efficiency of the transmission due to the low temperature at an earlier stage.

It is a figure which showed the structural outline of the vehicle 1 provided with the hydraulic control device as the embodiment which concerns on this invention. It is a figure for demonstrating the composition outline of the hydraulic circuit concerning the hydraulic oil (lubricating oil) of a transmission. It is a flowchart which showed the process which concerns on the hydraulic control as an embodiment. It is a flowchart which showed the process which concerns on the other example of the hydraulic control as an embodiment.

<1. Vehicle configuration overview>
FIG. 1 is a diagram showing a configuration outline of a vehicle 1 provided with a hydraulic control device as an embodiment of the present invention. In FIG. 1, only the configuration of the main part according to the present invention is extracted and shown from the configuration of the vehicle 1.
The vehicle 1 has wheels (not shown) of an engine 10 which is an internal combustion engine such as a gasoline engine, a torque converter 11 having a clutch function and a torque amplification function, and a driving force transmitted from the engine 10 transmitted via the torque converter 11. A transmission 12 that transmits to the side is provided, an engine-related actuator 20, a control valve unit 21 of the transmission 12, an oil pump 22 that is a supply source of hydraulic oil (lubricating oil) OL to the transmission 12, and an oil pump 22. It includes a transmission-related actuator 23. Further, the vehicle 1 has an engine control unit 2 and a transmission control unit 3 each equipped with a microcomputer having, for example, a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like. And 4 controls, 5 sensors, and 6 buses.

The transmission 12 is a stepped automatic transmission in this example. Specifically, the transmission 12 is a stepped automatic transmission such as a planetary gear type in which a plurality of gear stages having different gear ratios are established depending on the engaged / disengaged state of a plurality of hydraulic friction engaging elements (clutch and brake). It is configured as a transmission.
Although not shown, the corresponding hydraulic pistons are arranged for each friction engagement element, and the friction engagement elements are engaged by selectively supplying or discharging the oil pressure to the hydraulic pistons. Or released.

The control valve unit 21 controls (adjusts) the piston control valve for supplying / discharging the oil pressure to the hydraulic piston, and the line pressure which is the main pressure of the engagement operating hydraulic pressure of the friction engaging element. A line pressure control valve (line pressure control valve 21a described later) is provided.

The oil pump 22 pumps up the hydraulic oil OL (ATF: automatic transmission fluid) stored in an oil pan (not shown in FIG. 1) provided below the transmission 12, and uses the pumped hydraulic oil OL as the control valve unit 21. Discharge to the line pressure control valve inside.
In the case of this example, the oil pump 22 is driven by the power of the engine 10 via a pump drive gear (not shown: for example, connected to an impeller shaft) provided in the torque converter 11.

Here, with reference to FIG. 2, the outline of the configuration of the hydraulic circuit relating to the hydraulic oil OL of the transmission 12 will be described.
As shown in the figure, the elements constituting the hydraulic circuit include the oil pump 22, the control valve unit 21, the transmission 12, the oil pan 24, and the strainer 25 shown in FIG.
The strainer 25 is inserted between the oil pan 24 and the oil pump 22, and removes impurities in the hydraulic oil OL pumped from the oil pan 24 toward the oil pump 22.

A line pressure control valve 21a and an oil passage switching mechanism 21 are provided in the control valve unit 21. The hydraulic oil OL discharged from the oil pump 22 is supplied to the line pressure control valve 21a provided in the control valve unit 21. The discharge amount of the hydraulic oil OL is adjusted by opening and closing the line pressure control valve 21a, and the line pressure can be controlled by adjusting the discharge amount. The hydraulic oil OL discharged from the line pressure control valve 21a is returned to the oil pan 24.

The oil passage switching mechanism 21b is provided with the above-mentioned various hydraulic pistons, and also has various oil passages such as an oil passage for circulating hydraulic oil OL between predetermined hydraulic pistons and an oil passage for discharging hydraulic oil OL. The hydraulic oil OL formed and supplied from the line pressure control valve 21a is received, and the oil passage through which the hydraulic oil OL flows is switched. In the oil passage switching mechanism 21b, for example, the oil passage is switched according to the opening / closing control of the valve provided on the hydraulic piston.

The hydraulic oil OL is discharged to the rotating elements such as the shaft and gears in the transmission 12 from the opening provided in the oil passage of the oil passage switching mechanism 21b. The hydraulic oil OL discharged into the transmission 12 in this way functions as a lubricating oil for lubricating the transmission 12.

The hydraulic oil OL after lubricating the transmission 12 is returned to the oil pan 24. That is, the hydraulic oil OL is circulated via the oil pan 24, the strainer 25, the oil pump 22, the control valve unit 21 (line pressure control valve 21a → oil passage switching mechanism 21b), and the transmission 12.

The explanation is returned to FIG.
The controls 4 comprehensively represent various controls provided on the vehicle. Examples of the controls belonging to the controls 4 include a shift lever 4a and a paddle switch 4b. The shift lever 4a is provided on the floor (center console) of the vehicle, and the driver can selectively switch between the automatic shift mode (“D” range) and the manual shift mode (“M” range). It is an operator. The shift lever 4a is connected so as to move in conjunction with the shift lever 4a, and a range switch for detecting the selected position of the shift lever 4a is attached. The range switch reads the detected selected position of the shift lever 4a into the transmission control unit 3. In addition to the "D" range and the "M" range, the shift lever 4a can selectively switch between the parking "P" range, the reverse "R" range, and the neutral "N" range.

The paddle switch 4b is an operator provided on the steering wheel and capable of a shift operation (shift request) by the driver. Depending on the paddle switch 4b, the driver can make a request to shift the gear ratio to the high side (upshift request) and a request to shift to the low side (downshift request).

Further, as the controls belonging to the controls 4, for example, there is an ignition switch for instructing the start / stop of the engine.
The operation input signal for each operator obtained by the actuators 4 is supplied to the necessary parts such as the engine control unit 2 and the transmission control unit 3.

The sensors 5 comprehensively represent various sensors provided in the vehicle. In particular, in the case of the present embodiment, the sensors 5 include an engine rotation speed sensor 5a that detects the engine rotation speed from a change in the rotation position of the crank shaft of the engine 10, and an accelerator opening degree that indicates the amount of depression of the accelerator pedal. The accelerator opening sensor 5b, the vehicle speed sensor 5c that detects the vehicle speed that is the traveling speed of the vehicle 1, the oil temperature sensor 5d that is provided near the oil pan 24 and detects the temperature of the hydraulic oil OL, and the outside of the vehicle 1. An outside temperature sensor 5e for detecting the temperature and a gradient sensor 5f for detecting the traveling path gradient of the vehicle 1 are included.
As the gradient sensor 5f, for example, a gyro sensor can be used. Alternatively, in order to absorb errors due to acceleration / deceleration of the vehicle, a plurality of sensors may be combined. For example, as disclosed in "Japanese Patent Laid-Open No. 11-351864", the vehicle acceleration is obtained based on the acceleration sensor that outputs the acceleration signal that the vehicle receives in the horizontal direction and the rotation speed of the rotating member related to the vehicle speed. It is also possible to adopt a configuration in which a road gradient is detected based on the difference between the acceleration obtained by the acceleration sensor and the acceleration obtained by the actual acceleration sensor by using the actual acceleration sensor. The gradient sensor 5f is not limited to the one that estimates the gradient based on the acceleration signal, and may be, for example, one that estimates the gradient based on the relationship between the running resistance of the own vehicle and the wheel driving force, the engine load, or the like. Alternatively, it is also possible to adopt a configuration in which the traveling road gradient is estimated from the image analysis of the captured image of the own vehicle traveling road.
Further, although not shown, the sensors 5 are supplied to each cylinder of the engine 10 as other sensors, for example, an intake air amount sensor for detecting the intake air amount in the intake passage of the engine 10, and an interposition in the intake passage. It also has a throttle opening sensor that detects the opening degree of the throttle valve that adjusts the amount of intake air, a water temperature sensor that detects the cooling water temperature that indicates the engine temperature, and the like.
The detection signal from each sensor is supplied to necessary parts such as the engine control unit 2 and the transmission control unit 3.

The engine control unit 2 and the transmission control unit 3 are connected to each other so as to be capable of data communication via a bus 6 corresponding to a predetermined in-vehicle network communication standard such as CAN (Controller Area Network).
The engine control unit 2 performs various operation controls such as fuel injection control, ignition control, and intake air amount adjustment control for the engine 10. Specifically, the engine control unit 2 uses various actuators provided as the engine-related actuator 20 based on the detection signal from the predetermined sensor in the sensors 5 and the operation input information by the predetermined operator in the controls 4. Control. As the engine-related actuator 20, for example, various actuators related to engine drive such as a throttle actuator for driving a throttle valve and an injector for injecting fuel are provided.
For example, the engine control unit 2 controls the start / stop of the engine in response to the operation of the ignition switch described above. Further, the engine control unit 2 also controls the fuel injection timing, the fuel injection pulse width, the throttle opening degree, and the like based on the detection signals from predetermined sensors such as the engine rotation speed sensor 5a and the accelerator opening degree sensor 5b. Further, the engine control unit 2 controls (fuel cut control) to stop the fuel supply when the accelerator is off when the accelerator opening is "0" even while the vehicle 1 is running. In this example, the fuel cut is performed on the condition that the engine speed is equal to or less than a predetermined value together with the accelerator being turned off.
The engine control unit 2 communicates with the transmission control unit 3, and outputs data regarding the operating state of the engine 10 to the transmission control unit 3 as needed. Further, if necessary, the operation of the engine 10 is controlled based on various signals from the transmission control unit 3.

The transmission control unit 3 controls various actuators provided as the transmission-related actuator 23 based on the detection signal from the predetermined sensor in the sensors 5 and the operation input information by the predetermined operator in the controls 4. Then, the operation of the transmission 12 is controlled. Examples of the transmission-related actuator 23 include various electromagnetic solenoids that open and close the piston control valve and the line pressure control valve 21a described above in the control valve unit 21. By controlling the drive of these electromagnetic solenoids, the transmission control unit 3 engages / disengages the above-mentioned friction engaging elements to change the gear ratio in the transmission and adjust the line pressure. Is possible.

When the automatic shift mode is selected by the shift lever 4a described above, the transmission control unit 3 controls the transmission-related actuator 23 according to a predetermined shift pattern set corresponding to the automatic shift mode. Controls the shift of the transmission 12 with. Further, when the manual transmission mode is set, the transmission control unit 3 controls the transmission-related actuator 23 according to the shift up / down instruction by the paddle switch 4b, so that the transmission ratio of the transmission 12 is changed according to the above instruction. Change to ratio.

Further, the transmission control unit 3 in the present embodiment executes the following process for raising the oil temperature as a process related to the hydraulic control of the hydraulic oil OL.

<2. Hydraulic control of the embodiment>
FIG. 3 is a flowchart showing a process related to flood control as an embodiment executed by the transmission control unit 3.
The transmission control unit 3 executes the process shown in FIG. 3 based on a program stored in a predetermined storage device such as a built-in ROM. The transmission control unit 3 repeatedly executes the process shown in FIG. 3 at a predetermined cycle.

In step S101, the transmission control unit 3 sets the line pressure boosting flag to “0”. The line pressure boosting flag is an identifier indicating whether or not the control for increasing the line pressure is performed. In this example, "0" indicates that the control is not performed, and "1" indicates that the control is performed. Represent.

In the following step S102, the transmission control unit 3 determines whether or not the oil temperature is below a certain temperature based on the detection signal of the oil temperature sensor 5d. The oil temperature is determined by another method as long as it is performed based on the information correlating with the temperature of the hydraulic oil OL, for example, based on the detection signal from the sensor that detects the case temperature of the transmission 12. You can also do it.

If the oil temperature is not equal to or lower than a certain temperature, the transmission control unit 3 proceeds to step S107 and performs control according to the flag. That is, in this case, in response to the line pressure control flag being "0", line pressure control (hereinafter referred to as "normal control") is performed according to, for example, a map stored in the ROM. That is, the control to increase the line pressure is not performed.

The transmission control unit 3 finishes the process shown in FIG. 3 in response to the execution of the process of step S107.

On the other hand, if the oil temperature is below a certain temperature, the transmission control unit 3 proceeds to step S103 and determines whether or not the outside air temperature is below a certain temperature based on the detection signal of the outside air temperature sensor 5e. It should be noted that the determination of the outside air temperature can be performed by another method as long as it is performed based on the information correlating with the outside air temperature, for example, based on the detection signal from the sensor that detects the intake air temperature of the engine 10.

If the outside air temperature is not equal to or lower than a certain temperature, the transmission control unit 3 proceeds to step S107 and performs control according to the flag. That is, also in this case, the line pressure control as the above-mentioned normal control is performed corresponding to the line pressure control flag being "0".

If the outside air temperature is not equal to or lower than a certain temperature, the transmission control unit 3 proceeds to step S104 to determine whether or not the driver intends to accelerate. Specifically, in this example, whether or not the accelerator opening degree obtained from the detection signal of the accelerator opening degree sensor 5b is a certain value or less (for example, "0" or less) is determined as whether or not there is an intention to accelerate.

If it is determined that there is an intention to accelerate, the transmission control unit 3 proceeds to step S107. That is, also in this case, since the line pressure control flag is "0", the control for increasing the line pressure is not performed.

On the other hand, if it is determined that there is no intention to accelerate, the transmission control unit 3 proceeds to step S105 and determines whether or not the vehicle speed is equal to or higher than a certain speed based on the detection signal of the vehicle speed sensor 5c.
If the vehicle speed is not equal to or higher than a certain speed, the transmission control unit 3 proceeds to step S107. That is, since the line pressure control flag is "0", the control to increase the line pressure is not performed.

If the vehicle speed is equal to or higher than a certain speed, the transmission control unit 3 proceeds to step S106, sets the line pressure boosting flag to "1", and then executes the process of step S107. That is, in the process of step S107 in this case, the line pressure is controlled to be increased in response to the line pressure boosting flag = “1”. Specifically, a predetermined offset value is added to the control value of the line pressure obtained in the normal control, and the line pressure is controlled by the control value after the addition.

By performing the process of FIG. 3 described above, the oil pressure of the hydraulic oil OL can be increased in response to the case where the oil temperature is below a certain temperature, that is, when the viscosity of the hydraulic oil OL is higher than a certain level. The oil stirring resistance in the transmission 3 can be intentionally increased to promote the temperature rise of the hydraulic oil OL. That is, the viscosity of the hydraulic oil OL can be reduced earlier.
Then, in the present embodiment, the above-mentioned flood control rise control is performed in response to the case where the driver has no intention of accelerating (S104). In other words, even if the vehicle is running, if it is presumed that the driver has an intention to accelerate, the increase control of the oil pressure is not performed. Therefore, it is possible to suppress the decrease in drivability while making it possible to perform the oil pressure increase control while the vehicle is running.

At this time, in the process shown in FIG. 3, the condition that the oil temperature is equal to or lower than the constant temperature is applied by the process of step S102, but even if the viscosity of the lubricating oil is lowered to less than the constant viscosity due to the condition. It should be noted that the oil pressure rise control is designed so as not to be performed.
Here, in a state where the viscosity of the hydraulic oil OL is higher than a certain viscosity due to a low temperature, the "power transmission loss due to the viscosity of the hydraulic oil OL" is the "power transmission loss due to the oil pressure rise control of the embodiment". Will be larger than. Therefore, it is possible to reduce the power transmission loss by raising the temperature of the hydraulic oil OL to promote the decrease in viscosity.
On the other hand, when the viscosity of the hydraulic oil OL is lower than a certain viscosity, the "power transmission loss due to the oil pressure rise control of the embodiment" is more than the "power transmission loss due to the viscosity of the hydraulic oil OL". Can be large. Therefore, if the above-mentioned conditions for the oil temperature are not applied and the oil pressure rise control is continued regardless of the oil temperature, there is a risk that the loss will increase.
As can be understood from this point, applying the above conditions for oil temperature contributes to suppressing a decrease in power transmission efficiency in the transmission 12.

Further, in the above, the oil pressure rise control is performed on the condition that the outside air temperature is below a certain temperature (S103), but as a result, the outside air temperature is raised to some extent and the oil temperature is intentionally raised. When there is a high possibility that the oil viscosity will drop below a certain viscosity in a relatively short time even if it is not performed, it is possible to prevent the oil stirring resistance from being unnecessarily increased.

Further, in the above, it is also a condition that the vehicle speed is equal to or higher than a certain speed (S105), but this makes it possible to further enhance the effect of suppressing the decrease in drivability. Specifically, if the oil agitation resistance is increased in the low vehicle speed range, the driver is likely to perceive a decrease in vehicle speed, which may promote a decrease in drivability. However, as described above, when the vehicle speed is above a certain speed. On condition that there is a certain condition, it becomes difficult for the driver to perceive a decrease in vehicle speed due to an increase in oil agitation resistance.

In the above, an example in which the determination process of whether or not there is an intention to accelerate is performed based on the information of the accelerator opening is given, but the determination process includes other information that correlates with the presence or absence of the intention to accelerate, such as brake pedal operation information and the engine 10. It can also be performed based on the information indicating whether or not the fuel cut is executed.
At this time, as the operation information of the brake pedal, for example, ON / OFF information of the brake switch indicating whether or not the driver operates the brake pedal (whether or not the driver has stepped on) is used, and if the brake switch is ON, there is no intention of acceleration. The judgment process is performed so as to obtain the judgment result. Further, regarding the information indicating whether or not the fuel cut is executed, when the information indicates that the fuel cut is being executed, the determination process is performed so as to obtain the determination result that there is no intention to accelerate.
Further, the determination process of whether or not there is an intention to accelerate is not limited to being performed based on one piece of information, but can also be performed based on a plurality of pieces of information, such as using both the accelerator opening degree information and the brake switch ON / OFF information.

<3. Other examples of flood control>
In the above, the case where the line pressure is increased in order to increase the oil stirring resistance in the transmission 3 is illustrated, but the oil stirring resistance can also be increased by increasing the discharge pressure of the hydraulic oil OL by the oil pump 22. Specifically, by increasing the gear ratio of the transmission 3 (on the lower gear side), the rotation speed of the engine 10 is increased, and the output of the oil pump 22 using the engine 10 as a drive source is increased.

In this way, the flood control rise control by increasing the pump discharge pressure by adjusting the gear ratio can be performed together with the flood control rise control by the line pressure. Alternatively, it is also possible to perform the control instead of the oil pressure rise control by the line pressure.

The flowchart of FIG. 4 shows an example of processing to be executed in response to the case where the oil pressure is increased by both the adjustment of the line pressure and the adjustment of the gear ratio.
Note that the same step numbers are assigned to the same processes as those already explained in FIG. 3, and the description thereof will be omitted.

In this case, the transmission control unit 3 sets the line pressure boosting flag to “0” in step S101, and sets the pump pressure boosting flag to “0” in the following step S201. The pump pressure boosting flag is an identifier indicating whether or not the oil pump 22 controls to increase the discharge pressure of the hydraulic oil OL. In this example, "0" indicates that the control is not performed, and "1" indicates that the control is not performed. Indicates that the control is performed.
The order of the flag setting processes in steps S101 and S102 may change.

In this case, the transmission control unit 3 advances the process to step S102 in response to the execution of the process of step S201. The processing of steps S102 to S106 is the same as the processing described with reference to FIG. That is, also in the case of FIG. 4, "1" is set in the line pressure control flag according to the fact that the same conditions as in the case of FIG. 3 are satisfied (that is, all the conditions by the determination processing of S102 to S105 are satisfied). ..

Then, the transmission control unit 3 in this case determines whether or not the vehicle 1 is traveling downhill in step S202 in response to setting the line pressure boosting flag to "1" in step S106. That is, it is determined whether or not the gradient value (negative value if it is a downward gradient) obtained based on the detection signal of the gradient sensor 5f is equal to or less than a certain value.
Here, when the vehicle 1 is traveling on a downhill, it is difficult for the driver to perceive the feeling of deceleration of the vehicle 1 due to the increase in the oil agitation resistance due to the oil pressure rise control. The downhill determination in step S202 is provided so that the oil pressure rise control by adjusting the pump discharge pressure is performed in response to such a case.

When it is determined that the vehicle is not traveling downhill, the transmission control unit 3 proceeds to step S205, performs control according to the flag, and ends the process shown in FIG.
The process of step S205 controls the line pressure and the gear ratio control of the transmission 3, respectively, based on the values of the line pressure boosting flag and the pump pressure boosting flag. The line pressure control according to the value of the line pressure boosting flag is the same as the control in step S107 described above. Further, as the control according to the value of the pump pressure boosting flag, if the pump pressure boosting flag is "0", the gear ratio can be obtained according to a predetermined gearing pattern set corresponding to the automatic gear shifting mode, or In the manual shift mode, control is performed to match the gear ratio specified based on the operation of the paddle switch 4b. If the pump pressure boost flag is "1", the gear ratio is controlled to be larger (to the low gear side) than the gear ratio obtained according to the above gear shift pattern in the automatic gear shift mode, and the gear ratio is set in the manual gear shift mode. Control is performed so that the gear ratio is larger than the gear ratio specified based on the above operation.
When it is determined in step S202 that the vehicle is not traveling downhill, the gear ratio control for increasing the pump discharge pressure is not performed because the pump pressure boosting flag = "0" (however, the line pressure boosting flag = "". In the case of "1", the increase control of the line pressure is performed).

If it is determined in step S202 that the vehicle is traveling downhill, the transmission control unit 3 proceeds to step S204 to determine whether or not the gear ratio is equal to or less than a certain value. If control is performed to increase the gear ratio while the gear ratio is large to some extent, the driver is likely to perceive a shift shock, and the possibility of significantly reducing drivability increases. In consideration of this point, the determination process of step S204 is provided.

If it is determined that the gear ratio is not equal to or less than a certain value, the transmission control unit 3 proceeds to step S205. That is, in this case, since the pump pressure boosting flag = "0", the gear ratio control for increasing the pump discharge pressure is not performed.

On the other hand, if it is determined that the gear ratio is equal to or less than a certain value, the transmission control unit 3 proceeds to step S204, sets the pump pressure boost flag to "1", and proceeds to step S205. That is, all the conditions obtained by the determination processing of steps S102 to S105 are satisfied, and the condition that the vehicle is traveling downhill (S202) (hereinafter, also referred to as "downhill condition") and the gear ratio is a certain value or less. When the condition (S203) is satisfied, control is performed to increase both the line pressure and the pump discharge pressure.

Here, regarding the control of increasing the pump discharge pressure, when the gear ratio is increased, the rotation speed of the rotating element in the transmission 12 increases, so that the effect of increasing the oil stirring resistance can be obtained also in this respect. That is, it is possible to further accelerate the elimination of the state in which the power transmission efficiency of the transmission is lowered due to the low temperature.
However, the control is accompanied by an increase in the engine speed, which may increase the driver's discomfort. For this reason, as for the control of increasing the pump discharge pressure, a downhill condition is applied to suppress the driver's discomfort (suppress the decrease in drivability). At the same time, by applying the downhill condition, the effect of increasing the oil agitation resistance by increasing the gear ratio can be obtained with a certain frequency.
That is, applying the downhill condition as a condition for controlling the increase in the pump discharge pressure by adjusting the gear ratio appropriately eliminates the state of reduced power transmission efficiency due to the increase in oil agitation resistance and suppresses the decrease in drivability. It contributes to compatibility with a good balance.

The downhill condition can also be applied as a condition for increasing the line pressure.

Further, in the above, an example in which the condition for increasing the line pressure and the condition for increasing the pump discharge pressure are different has been given, but these conditions may be the same.

<4. Summary of embodiments>
As described above, the hydraulic control device of the embodiment is a hydraulic control device that controls the hydraulic pressure of the lubricating oil (hydraulic oil OL) of the transmission (12) in the vehicle (1), and is a pressure adjusting unit that regulates the hydraulic pressure. The presence or absence of the acceleration intention is determined based on the (line pressure control valve 21a and / or the oil pump 22) and the acceleration intention correlation information that correlates with the presence or absence of the acceleration intention by the driver of the vehicle, and it is determined that there is no acceleration intention. It is provided with a control unit (transmission control unit 3) that controls the oil pressure to be raised by the pressure adjusting unit under the condition of.

As a result, even when the vehicle is running, if it is presumed that the driver has an intention to accelerate, the oil pressure increase control for increasing the oil pressure of the lubricating oil is not performed. That is, it is possible to suppress the decrease in drivability while making it possible to perform the oil pressure increase control while the vehicle is running.
Therefore, it is possible to suppress the decrease in drivability while trying to eliminate the state of decrease in power transmission efficiency of the transmission due to the low temperature at an earlier stage.
It should be noted that the reduced power transmission efficiency of the transmission due to the low temperature is resolved earlier, so that the fuel efficiency is improved in the vehicle in which the wheels are driven based on the power of the engine as in the embodiment. Be done.

Further, in the hydraulic control device of the embodiment, the control unit controls to raise the hydraulic pressure on the condition that it is determined that the temperature of the lubricating oil is equal to or lower than a certain temperature.

This makes it possible to prevent the oil pressure rise control from being performed even if the viscosity of the lubricating oil drops below a certain viscosity.
Therefore, it is possible to prevent the occurrence of a situation in which the power transmission efficiency is lowered by performing the oil pressure rise control.

Further, in the oil pressure control device of the embodiment, the control unit controls to raise the oil pressure on the condition that it is determined that the outside air temperature of the vehicle is below a certain temperature.

As a result, when the outside air temperature is high to some extent and the oil viscosity is likely to decrease below a certain viscosity in a relatively short time without intentionally increasing the oil temperature, the oil stirring resistance is increased indiscriminately. It is possible to prevent the control from being performed.

Furthermore, in the hydraulic control device of the embodiment, the control unit determines whether or not there is an intention to accelerate at least one of the operation information of the accelerator pedal or the brake pedal or the information indicating whether or not the fuel cut of the engine provided in the vehicle is executed. Judgment is based on.

Each of the above-mentioned information is suitable as information indicating whether or not the driver intends to accelerate, and it is possible to increase the certainty of performing the flood control rise control in response to the case where there is no intention to accelerate.
Therefore, it is possible to enhance the effect of suppressing the decrease in drivability.

Further, in the oil pressure control device of the embodiment, the control unit controls to increase the oil pressure on the condition that it is determined that the vehicle speed, which is the traveling speed of the vehicle, is equal to or higher than a certain speed.

Increasing the oil agitation resistance in the low vehicle speed range makes it easier for the driver to perceive a decrease in vehicle speed, which may promote a decrease in drivability. Therefore, by further setting that the vehicle speed is equal to or higher than a certain speed as described above, the decrease in vehicle speed due to the increase in oil agitation resistance is less likely to be perceived by the driver.
Therefore, the effect of suppressing the decrease in drivability can be further enhanced.

Further, in the hydraulic control device of the embodiment, the control unit controls to raise the hydraulic pressure on the condition that the vehicle is determined to be traveling downhill based on the information representing the road gradient of the vehicle. Is going.

When the vehicle is traveling downhill, it is difficult for the driver to perceive the feeling of deceleration of the vehicle due to the increase in the oil agitation resistance due to the control of the oil pressure rise.
Therefore, it is possible to enhance the effect of suppressing the decrease in drivability.

Furthermore, in the hydraulic control device of the embodiment, the pressure regulating unit is an oil pump (22) which is used as a supply source of lubricating oil to the transmission and is driven based on the power of the engine, and a speed change unit discharged from the oil pump. It has a hydraulic control valve (line pressure control valve 21a) that controls the flood control of the lubricating oil supplied to the machine, and the control unit raises the flood pressure by the hydraulic control valve on condition that it determines that there is no intention to accelerate. The control is performed to increase the gear ratio of the transmission as well as the control to increase the gear ratio.

By controlling the gear ratio to be increased, the discharge pressure of the lubricating oil from the oil pump increases as the engine speed increases. That is, such an increase in the discharge pressure of the oil pump can assist the increase in the oil pressure by the oil pressure control valve.
Further, when the gear ratio is increased, the rotation speed of the rotating element in the transmission also increases, and in this respect as well, the effect of increasing the oil stirring resistance can be obtained. That is, it is possible to further accelerate the elimination of the power transmission efficiency decrease state of the transmission due to the low temperature.
Furthermore, when the downhill condition is applied to the control to increase the gear ratio, the engine brake is assisted by the oil pump load, so the gear shift amount (change amount of the gear ratio) for obtaining the required deceleration. There is an advantage that can be suppressed.

Further, in the hydraulic control device of the embodiment, the control unit controls to increase the gear ratio on the condition that it is determined that the gear ratio is equal to or less than a certain value.

If control is performed to increase the gear ratio while the gear ratio is large to some extent, the driver is likely to perceive a shift shock, and the possibility of significantly reducing drivability increases. On condition that the gear ratio is equal to or less than a certain value as described above, it is possible to make it difficult to perceive the shift shock, and it is possible to suppress the decrease in drivability.

<5. Modification example>
The present invention is not limited to the above-mentioned specific examples, and various modifications can be considered.
For example, in the above, an example in which the amount of increase in the oil pressure is constant in the control for increasing the oil pressure of the hydraulic oil (lubricating oil) has been given. The amount of rise may be variably controlled. For example, it is conceivable to change the amount of increase in the oil pressure stepwise depending on whether the oil temperature or the outside air temperature is relatively low or relatively high (for example, the lower the temperature, the higher the amount of increase in the oil pressure). In addition, it is conceivable that the amount of flood control increase increases as the downhill slope and vehicle speed increase.

Further, in the above, the case where the drive source of the oil pump is an engine is illustrated, but the oil pump may be an electric pump or the like, and is not limited to the drive by the engine. That is, the control for increasing the pump discharge pressure is not limited to the control for increasing the gear ratio.
In the above, the case where the downhill condition is applied as the condition for increasing the pump discharge pressure is illustrated, but the increase control of the pump discharge pressure may be performed at least on the condition that the driver has no intention of accelerating. ..
It should be noted that the increase control of the oil pressure can be performed only by adjusting the pump discharge pressure.

Further, in the above, the case where the present invention is applied to a vehicle equipped with a stepped transmission is illustrated, but the present invention is another type of transmission such as a continuously variable transmission (CVT). It can be suitably applied to a vehicle equipped with the above.

1 Vehicle, 3 Transmission control unit, 5 Sensors, 5b Accelerator opening sensor, 5c Vehicle speed sensor, 5d Oil temperature sensor, 5e Outside temperature sensor, 5f Gradient sensor, 6 Bus, 12 Transmission, 21 Control valve unit, 21a Line pressure control valve, 21b oil passage switching mechanism, 22 oil pump, 23 transmission related actuator

Claims (7)

A hydraulic control device that controls the hydraulic oil of a transmission in a vehicle.
A pressure regulating part that regulates the oil pressure and
The presence or absence of the acceleration intention is determined based on the acceleration intention correlation information that correlates with the presence or absence of the acceleration intention by the driver of the vehicle, and the oil pressure is increased by the pressure adjusting unit on condition that it is determined that there is no acceleration intention. It is equipped with a control unit that controls the operation.
The pressure regulating part is
An oil pump that is used as a supply source of the lubricating oil to the transmission and is driven based on the power of the engine, and a hydraulic control valve that hydraulically controls the lubricating oil discharged from the oil pump and supplied to the transmission. By adjusting the discharge amount of the lubricating oil by opening and closing the hydraulic control valve, the oil pressure is controlled to control the gear ratio of the transmission.
The control unit
A hydraulic control device that controls to increase the hydraulic pressure by the hydraulic control valve and to increase the gear ratio of the transmission on condition that it is determined that there is no intention of accelerating while the vehicle is running . A hydraulic control device that controls the hydraulic oil of a transmission in a vehicle.
A pressure regulating part that regulates the oil pressure and
The presence or absence of the acceleration intention is determined based on the acceleration intention correlation information that correlates with the presence or absence of the acceleration intention by the driver of the vehicle, and the oil pressure is increased by the pressure adjusting unit on condition that it is determined that there is no acceleration intention. It is equipped with a control unit that controls the operation.
The pressure regulating part is
An oil pump that is used as a supply source of the lubricating oil to the transmission and is driven based on the power of the engine, and a hydraulic control valve that hydraulically controls the lubricating oil discharged from the oil pump and supplied to the transmission. By adjusting the discharge amount of the lubricating oil by opening and closing the hydraulic control valve, the oil pressure is controlled to control the gear ratio of the transmission.
The control unit
A hydraulic control device that controls to raise the flood control on the condition that it is determined that the vehicle is traveling downhill based on the information representing the road gradient of the vehicle while the vehicle is traveling. The control unit
The hydraulic control device according to claim 1 or 2, wherein the control for increasing the hydraulic pressure is performed on the condition that the temperature of the lubricating oil is determined to be equal to or lower than a certain temperature. The control unit
The hydraulic control device according to any one of claims 1 to 3, wherein the control for increasing the flood control is performed on the condition that the outside air temperature of the vehicle is determined to be equal to or lower than a certain temperature. The control unit
Any of claims 1 to 4, wherein the presence or absence of the intention to accelerate is determined based on at least one of the operation information of the accelerator pedal or the brake pedal or the information indicating whether or not the fuel cut of the engine provided in the vehicle is executed. The hydraulic control device described in. The control unit
The hydraulic control device according to any one of claims 1 to 5, which controls the increase of the hydraulic pressure on the condition that the vehicle speed, which is the traveling speed of the vehicle, is determined to be equal to or higher than a certain speed. The control unit
The hydraulic control device according to claim 1, wherein the control for increasing the gear ratio is performed on the condition that the gear ratio is determined to be equal to or lower than a certain value.

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