JP6809372B2 - Control device for automatic transmissions for vehicles - Google Patents

Description

The present invention relates to a hydraulic control device for an automatic transmission for a vehicle, and more particularly to a hydraulic pressure and an amount of hydraulic oil supplied to an oil cooler for cooling hydraulic oil.

In an oil cooler for cooling hydraulic oil in a hydraulic control device of an automatic transmission for a vehicle, it is necessary to maintain the oil pressure below the pressure resistance standard of the piping in the oil cooler. For example, in Patent Document 1, in order to prevent the oil cooler from being supplied with a hydraulic pressure equal to or higher than a predetermined value, the oil cooler is provided with a bypass valve in parallel to provide the oil cooler with a hydraulic pressure equal to or higher than a predetermined value. Is prevented from being supplied.

JP-A-2009-97624

However, when the oil cooler is supplied with a hydraulic pressure equal to or higher than a predetermined value, the bypass valve is opened, so that the amount of hydraulic oil passing through the bypass valve increases. On the other hand, the amount of hydraulic oil supplied to the oil cooler is reduced, which may result in insufficient cooling of the hydraulic oil.

The present invention has been made in the background of the above circumstances, and an object of the present invention is to prevent the oil cooler from being supplied with a hydraulic pressure of a predetermined value or more, and to prevent the hydraulic oil via the oil cooler. The purpose is to supply a hydraulic control device for an automatic transmission for a vehicle whose amount can be increased.

It is an gist of the first invention, (a) an oil cooler and said a bypass valve provided in parallel with the oil cooler, lubrication of the vehicle automatic transmission hydraulic oil is supplied passing through the Oiruku La It has a section, a, (b) a vehicle hydraulic pressure supplied to the oil cooler on the basis of the line pressure is hydraulic pressure supplied to the hydraulic Shikigakarigo device for a gear speed of the vehicle automatic transmission is determined In the control device for the automatic transmission, (c) the oil cooler increases the flow rate of hydraulic oil passing through the oil cooler while the line pressure increases to the maximum flow rate, but the line pressure is the maximum flow rate. The line pressure and the flow rate of the hydraulic oil passing through the oil cooler are related so that the flow rate of the hydraulic oil passing through the oil cooler decreases when the oil pressure is exceeded. (D) The control device is for the vehicle. The required oil pressure, which is the line pressure at which the engagement of the hydraulic engaging device forming the gear stage of the automatic transmission is established , is calculated, and (e) the control device is based on the required blood pressure calculated by the control device. When the flow rate of the hydraulic oil passing through the oil cooler increases due to a large oil pressure, the flow rate increasing hydraulic pressure that increases the flow rate of the hydraulic oil passing through the oil cooler is used instead of the required oil pressure . It is characterized in that it is set as the line pressure .
Further, the gist of the second invention is that in the control device for the automatic transmission for vehicles of the first invention, the hydraulic oil that passes through the oil cooler even if the line pressure is set to be equal to or higher than the required oil pressure. When the flow rate does not increase, the line pressure is set to the required oil pressure.
Further, the gist of the third invention is that the control device for the automatic transmission for a vehicle according to the first invention or the second invention has a plurality of the hydraulic engagement devices.
Further, the gist of the fourth invention is that in the control device for the automatic transmission for vehicles according to any one of the first to third inventions, the control device applies the line pressure from the above relationship. When it is increased, it is determined whether or not the flow rate of the hydraulic oil passing through the oil cooler increases. If it increases, the line pressure is increased, and if it does not increase, the line pressure is changed to the required oil pressure. It is characterized by setting.
Further, the gist of the fifth invention is that in the control device for the vehicle automatic transmission of the fourth invention, when the line pressure is increased, the flow rate of hydraulic oil passing through the oil cooler increases. Is when the bypass valve is closed and the hydraulic oil supplied to the lubricating portion is exclusively passed through the oil cooler, and when the line pressure is increased, the flow rate of the hydraulic oil passing through the oil cooler does not increase. The bypass valve is opened so that the hydraulic oil supplied to the lubricating portion can pass through the oil cooler and the bypass valve.

According to the control device for the vehicular automatic transmission of the first invention, the oil cooler and the oil cooler and a bypass valve provided in parallel, the Oiruku vehicular automatic transmission hydraulic fluid through the La is supplied of has a lubricating portion and, for a vehicle hydraulic pressure supplied to the oil cooler on the basis of a hydraulic and a line pressure supplied to the hydraulic Shikigakarigo device for a gear speed of the vehicle automatic transmission is determined In the control device of the automatic transmission, the oil cooler increases the flow rate of the hydraulic oil passing through the oil cooler while the line pressure increases to the maximum flow rate oil pressure, but when the line pressure exceeds the maximum flow rate oil pressure. The control device has a relationship between the line pressure and the flow rate of the hydraulic oil passing through the oil cooler, which reduces the flow rate of the hydraulic oil passing through the oil cooler, and the control device controls the gear stage of the automatic transmission for the vehicle. The required oil pressure, which is the line pressure at which the engagement of the hydraulic engaging device to be formed is established , is calculated, and the control device is operated to pass through the oil cooler by a flood pressure larger than the required hydraulic pressure calculated by the control device. When the flow rate of oil increases, the line pressure is set to increase the flow rate of the hydraulic oil passing through the oil cooler in place of the required oil pressure . This makes it possible to improve the cooling performance of the hydraulic oil by the oil cooler.

It is a figure explaining the schematic structure of the power transmission path from the engine to the drive wheel provided in the vehicle to which this invention is applied. A hydraulic circuit which is a part of the hydraulic control device of FIG. 1 and includes an oil cooler, a bypass valve, and a lubricating portion of an automatic transmission for a vehicle is shown. It is a part of the hydraulic control device of FIG. 1 and generates line pressure mainly by using the hydraulic pressure supplied from the oil pump as the main pressure, and also applies hydraulic oil to the oil cooler, bypass valve and lubrication part of FIG. The hydraulic circuit to supply is shown. It is a figure which showed the relationship between the line pressure and the cooler flow rate in the hydraulic circuit of FIG. It is an example of the figure for calculating the engine torque from the engine rotation speed and the accelerator opening degree in the vehicle of FIG. This is an example of a diagram for determining gear stage switching from the vehicle speed and the accelerator opening in the vehicle of FIG. 1. Similar to FIG. 4, this is an example of a diagram showing the relationship between the line pressure and the cooler flow rate and showing the case where the amount of hydraulic oil supplied to the oil cooler increases by increasing the line pressure. The oil supply oil supply to the hydraulic engagement device is calculated by calculating the engine output torque based on the accelerator opening and determining the transmission gear stage, which is the main part of the control operation of the electronic control device shown in FIG. It is a flowchart for demonstrating the control which determines whether the amount of oil can be increased.

Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

FIG. 1 is a diagram illustrating a schematic configuration of a power transmission path from an engine 12 to a drive wheel 26 provided in a vehicle 10 to which the present invention is applied, and also shows a main part of a control system provided in the vehicle 10. It is a figure explaining. In FIG. 1, the power generated by the engine 12 as a driving force source is input to the automatic transmission 18 from the input shaft 16 via the torque converter 14, and the differential gear device (differential gear device) is input from the output shaft 20 of the automatic transmission 18 to the automatic transmission 18. It is transmitted to the left and right drive wheels 26 in sequence via the differential gear 22 and the pair of axles (drive shafts) 24 and the like.

The automatic transmission 18 has one or more sets of planetary gears and a plurality of hydraulic engagement devices in a transmission case as a non-rotating member attached to a vehicle body, and the gear ratio is increased by the hydraulic engagement devices. It is a known planetary gear type automatic transmission in which a plurality of transmission stages (gear stages) having different (gear ratio) γ (= transmission input rotation speed Ni / transmission output rotation speed No) are selectively established. For example, the automatic transmission 18 is a so-called clutch-to-clutch transmission in which a shift is executed by gripping any one of a plurality of hydraulic engagement devices (that is, by switching between engagement and disengagement of the hydraulic engagement device). It is a stepped transmission that performs Each of the plurality of hydraulic engagement devices is a hydraulic friction engagement device that transmits rotation and torque between an input shaft 16 that receives power from the engine 12 and an output shaft 20 that transmits power to the drive wheels 26. Is. The input shaft 16 is the input shaft of the automatic transmission 18, but is also a turbine shaft that is rotationally driven by the turbine impeller of the torque converter 14.

The hydraulic control device 28 controls the engagement and disengagement of the hydraulic engagement device, and the torque capacity, that is, the engagement force is changed by adjusting the pressure of the solenoid valve or the like in the hydraulic control device 28. It is a clutch C or a brake B that selectively connects the members on both sides to which it is inserted.

The vehicle 10 includes the electronic control device 80 shown in FIG. The electronic control device 80 includes a so-called microcomputer provided with a CPU, RAM, ROM, an input / output interface, etc., and the CPU uses a temporary storage function of the RAM and signals according to a program stored in the ROM in advance. By performing the processing, the output control of the engine 12 and the shift control of the automatic transmission 18 are executed. The electronic control device 80 is divided into an engine control ECU, a shift control ECU, and the like, if necessary.

The electronic control device 80 includes a signal Bon indicating the operation of the foot brake pedal detected by the brake switch 82, and an accelerator as an acceleration request amount (driver request amount) for the vehicle 10 by the driver detected by the accelerator opening sensor 84. A signal θac indicating the accelerator opening, which is the amount of operation of the pedal, a signal V indicating the vehicle speed corresponding to the rotation speed Now of the output shaft 20 of the automatic transmission 18 detected by the vehicle speed sensor 86, and an engine rotation speed sensor 88 detected. A signal Ne indicating the engine rotation speed, which is the rotation speed of the engine 12, a signal Psh indicating the shift position from the shift operation device detected by the shift position sensor 90, and the like are supplied.

Further, from the electronic control device 80, for example, an engine output control command signal Se for output control of the engine 12, a hydraulic control command signal Sp for shift control of the automatic transmission 18, and the like are output.

FIG. 2 shows lubrication of the oil cooler 32, which is a part of the hydraulic control device 28 and cools the hydraulic oil flowing out from the torque converter 14 to which the second line pressure PL2 is supplied, and the automatic transmission 18 on the downstream side thereof. A unit 34, that is, a lubrication point in the automatic transmission 18 is connected in series. Further, a bypass valve 42 for preventing the oil cooler 32 from being subjected to a hydraulic pressure exceeding a predetermined allowable hydraulic pressure Pa to be equal to or lower than the pressure resistance reference hydraulic pressure for preventing damage to the piping inside the oil cooler 32 due to the hydraulic pressure. However, it is provided in parallel with the oil cooler 32. As a result, when the flood pressure applied to the oil cooler 32 becomes equal to or higher than the predetermined allowable oil pressure Pa, the oil passage 54 operates from the cooler oil passage 54 to the bypass oil passage 57 and the lubricating portion oil passage 56 via the bypass valve 42. An oil channel is formed to allow oil to flow. The bypass valve 42 has a valve element 44 for opening and closing the bypass valve 42 and a spring 46 for moving the valve element 44 by applying an urging force in the closing direction to the valve element 44, and is added to the oil cooler 32. When the oil pressure is equal to or higher than the predetermined allowable oil pressure Pa, the valve valve 44 opens the bypass valve 42 against the urging force of the spring 46.

FIG. 3 is a flood control circuit showing a part of the flood control device 28 in a simplified manner. The mechanical oil pump 30, which is mainly driven by the engine 12, returns to the oil pan 60, sucks up the hydraulic oil stored in the oil pan 60 through the strainer 62, and pumps it into the oil passage 50. The first line pressure PL1 and the second line pressure PL2 are generated by the first pressure adjusting valve 36 and the second pressure adjusting valve 38 using the hydraulic pressure output by the mechanical oil pump 30 as the original pressure. The first line pressure PL1 is set so as to satisfy the torque capacity required for the clutch C, the brake B, etc., and is, for example, by the first pressure adjusting valve 36, which is a relief type regulator valve, according to, for example, the accelerator opening θacc. The pressure is adjusted based on the signal oil pressure PSLT output from the linear solenoid valve 40. Further, the modulator hydraulic PM is regulated to a constant pressure by a regulator valve (not shown) as the original pressure of the linear solenoid valve 40. The second line pressure PL2 is a flood control for supplying hydraulic oil to the torque converter 14. For example, a linear solenoid valve 40 is provided by a second pressure adjusting valve 38, which is a relief type regulator valve, according to, for example, an accelerator opening degree θacc. The pressure is adjusted based on the signal hydraulic PSLT output from. Further, the mechanical oil pump 30 such as the clutch C and the brake B, and the first pressure adjusting valve 36 are connected by an oil passage 50, and the first pressure adjusting valve 36, the second pressure adjusting valve 38, and the torque converter 14 are oiled. It is connected by road 52. Further, the torque converter 14, the oil cooler 32, and the bypass valve 42 are connected by the oil passage 54, the oil cooler 32, the lubrication portion 34, and the bypass valve 42 are connected by the oil passage 56, and the lubrication portion 34 and the oil pan 60 are connected. It is connected by an oil passage 58.

FIG. 4 shows the relationship between the first line pressure PL1 (kPa) and the hydraulic oil amount Qc (L / mh) flowing through the oil cooler 32 per unit time. The parallel circuit of FIG. 4 shown as a reference shows the first line pressure PL1 and the oil when the lubrication portion 34 is arranged in parallel with the oil cooler 32 in the cooler oil passage 54 connecting the torque converter 14 and the oil cooler 32. The relationship with the hydraulic oil flow rate Qc per unit time flowing through the cooler 32 is shown. In the parallel circuit, when the first line pressure PL1 is P1, the cooler flow rate Qc shows Qc2, and when the first line pressure PL1 is P5, the cooler flow rate Qc becomes Qc5, which increases almost linearly with the increase of the second line pressure PL2. There is. In the present embodiment shown as the series circuit of FIG. 4, that is, the hydraulic circuit in FIGS. 2 and 3, when the oil pressure applied to the bypass valve 42 and the oil cooler 32 is equal to or higher than the predetermined allowable oil pressure Pa, that is, the first The bypass valve 42 is opened at a pressure P1 or higher of 1 line pressure PL1. In FIG. 4, the cooler flow rate Qc at which the first line pressure PL1 is P1 indicates Qc3. When the first line pressure PL1 is increased from P1, the cooler flow rate Qc reaches the maximum flow rate of Qc4 when the first line pressure PL1 is P3. When the first line pressure PL1 is further increased, the cooler flow rate Qc gradually decreases, and the first line pressure PL1 in which the bypass valve 42 is opened at P4 shows the minimum cooler flow rate Qc1 after P1. .. When the second line pressure PL2 is further increased, the cooler flow rate Qc is slightly increased, and when the first line pressure PL1 is P5, the cooler flow rate Qc is Qc2.

In the region shown as high speed and high load in FIG. 4, for example, a large accelerator operation, that is, a large accelerator opening θacc occurs in a circuit or the like, and a large line hydraulic PL1 to be supplied to the clutch C, the brake B, etc. is required. The area to be used is shown. When the clutch torque capacity required for the clutch C, brake B, etc. is large, that is, a large first line pressure PL1 is required at high speed and high load, the signal pressure PSLT input to the first pressure adjusting valve 36 is It is raised in response to the large clutch torque capacity required. As a result, the second line pressure PL2 is increased in conjunction with the first line pressure PL1 also in the second pressure adjusting valve 38 input by the signal pressure PSLT common to the first pressure adjusting valve 36. As a result, the bypass valve 42 is set to operate so as to protect the oil cooler 32 from the high oil pressure, that is, to keep the allowable oil pressure Pa or less. As a result, the oil cooler 32 is protected from high oil pressure, but in a running state where a large accelerator operation is repeated, the amount of oil passing through the oil cooler 32, that is, the cooler flow rate Qc decreases, so that the hydraulic oil is cooled. In some cases, sufficient performance cannot be ensured.

Returning to FIG. 1, the electronic control device 80 includes an engine output torque determining means 92, a gear stage determining means 94, a required oil pressure calculating means 96, and a line pressure setting means 98.

While the vehicle 10 is running, the engine output torque determining means 92 sets the engine rotation speed Ne corresponding to the accelerator opening θacc and the engine output torque estimated value Theo based on the depression of the accelerator, that is, the fluctuation of the accelerator opening θacc. From the relationship, for example, the pre-stored map shown in FIG. 5, the engine output torque estimated value Theo is calculated based on the actual engine speed Ne and the accelerator opening θacc. For example, when a large fluctuation of the accelerator opening θacc occurs, the gear stage determining means 94 uses the relationship between the vehicle speed V and the accelerator opening θacc, for example, the vehicle speed V and the accelerator opening θacc as shown in FIG. 6 as variables. The actual vehicle speed V and the accelerator opening θacc are applied to a predetermined relationship (shift map, shift line diagram), and the shift stage is determined by the point indicating the vehicle state crossing the shift line. In the shift map of FIG. 6, the solid line is an upshift line for determining an upshift, and the broken line is a downshift line for determining a downshift.

The required oil pressure calculating means 96 is changed from the engine output torque estimated value Too calculated by the engine output torque determining means 92 and the changed gear stage determined by the gear stage determining means 94 to the engine output torque estimated value Too. The required oil pressure PL1a, which is the first line pressure PL1 for establishing the engagement of the clutch C, the brake B, etc., is calculated based on the map in which the relationship with the planned gear stage is experimentally obtained and stored in advance. .. Further, the line pressure setting means 98 can increase the cooler flow rate Qc when the required flood control PL1a is increased, for example, from the pre-stored relationship between the first line pressure PL1 and the cooler flow rate Qc shown in FIG. To judge. When it is possible to increase the cooler flow rate Qc by increasing the required hydraulic pressure PL1a, the first line pressure PL1 is preferably set to a flow rate increasing hydraulic pressure PL1ai in which the cooler flow rate Qc is increased as compared with the required hydraulic pressure PL1a. Is set to the maximum flow rate oil pressure PL1max at which the cooler flow rate Qc is maximized.

FIG. 7 shows an example of the relationship between the first line pressure PL1 and the flow rate of hydraulic oil passing through the oil cooler 32, that is, the cooler flow rate Qc. In the first line pressure PL1, what is indicated as PL11 is the first line pressure PL1 required for engaging the clutch C, the brake B, etc. constituting the gear stage, that is, the required oil pressure PL1a. In PL11, the cooler flow rate Qc indicates Qca1, and the cooler flow rate Qc also increases as the oil pressure of the first line pressure PL1 rises from PL11, and when the first line pressure PL1 reaches PL12, the cooler flow rate Qc becomes maximum. When the flow rate Qca2 is shown and the first line pressure PL1 is further increased, the cooler flow rate Qc gradually decreases. In FIG. 7, there is a maximum flow rate hydraulic pressure PL1max or PL12, which is a first line pressure PL1 that can obtain a flow rate higher than the flow rate in the required hydraulic pressure PL1a at a pressure higher than the required hydraulic pressure PL1a, that is, PL11. The line pressure PL1 is set to the maximum flow rate oil pressure PL1max. If the cooler flow rate Qc does not increase even if the first line pressure PL1 is increased to the required oil pressure PL1a or more, the required oil amount PL1a is selected. It should be noted that the determination of the increase in the cooler flow rate and the setting of the first line pressure PL1 are performed based on the map in which the relationship between the first line pressure PL1 and the cooler flow rate Qc shown as an example in FIG. 7 is stored in advance. ..

FIG. 8 shows the required hydraulic pressure PL1a for the clutch C, brake B, etc. by calculating the engine output torque estimated value Too based on the accelerator opening θacc and determining the transmission gear stage, which is the main part of the control operation of the electronic control device 80. It is a flowchart for demonstrating the control which executes the increase of a cooler flow rate Qc by making a determination and determining whether it is possible to increase the amount of oil of the oil cooler 32.

In FIG. 8, in step 10 (hereinafter, step is omitted) corresponding to the function of the engine output torque determining means 92, the engine output estimated torque is estimated based on a map stored in advance from the accelerator opening θacc and the engine rotation speed Ne. The Too is calculated. Further, in S20 corresponding to the function of the gear stage determining means 94, the gear stage is determined based on the map stored in advance from the vehicle speed V and the accelerator opening degree θacc. Further, in S30 corresponding to the function of the required oil pressure calculating means 96, the engine output torque estimated value Teo calculated in S10, the changed gear stage determined in S20, the clutch C, the brake B, etc. are required at the time of engagement. The required hydraulic pressure PL1a of the first line pressure PL1 required to generate the torque capacity to be generated is calculated. In S40 corresponding to the function of the line pressure setting means 98, it is determined whether the cooler flow rate Qc increases when the first line pressure PL1 is set to the required flood control PL1a or more. If this S40 determination is affirmed, the first line pressure PL1 is set to the flood control PL1max at which the cooler flow rate Qc is maximized in S50 corresponding to the function of the line pressure setting means 98. If the S40 determination is denied, the first line pressure PL1 is set to the required flood control PL1a in S60 corresponding to the function of the line pressure setting means 98.

According to this embodiment, the oil cooler 32, the bypass valve 42 provided in parallel with the oil cooler 32, and the lubricating portion 34 of the automatic transmission 18 to which the hydraulic oil is supplied via the oil cooler 32 and the bypass valve 42 are provided. Hydraulic control of the automatic transmission 18 in which the oil pressure to be supplied to the oil cooler 32 is determined based on the first line pressure PL1 supplied to the plurality of clutches C, the brake B, etc. that form the gear stage of the automatic transmission 18. In the device 28, the required oil pressure PL1a for which the engagement of the plurality of clutches C, the brake B, etc. forming the gear stage of the automatic transmission 18 is established is calculated, and the operation is supplied to the oil cooler 32 by a hydraulic pressure larger than the required oil pressure PL1a. When the amount of oil increases, the maximum flow rate hydraulic pressure PL1max at which the flow rate supplied to the oil cooler 32 is maximized is set instead of the required hydraulic pressure PL1a. As a result, the cooler flow rate Qc, which is the amount of hydraulic oil supplied to the oil cooler 32, can be increased, and the cooling performance of the hydraulic oil by the oil cooler 32 can be improved. In particular, when the accelerator opening degree θacc is greatly reduced, the cooler flow rate Qc can be greatly increased. For example, when a stepping operation with a large accelerator opening θacc is performed, that is, when a large torque capacity of the clutch C, the brake B, etc. is required, the first line pressure PL1 needs to be greatly increased, so that the oil cooler 32 is supplied. The amount of oil applied is also increased, which causes the bypass valve 42 to operate and the amount of cooler oil Qc is likely to be insufficient. When the accelerator opening θacc is reduced in such a case where the hydraulic oil is likely to be insufficiently cooled by the oil cooler 32, for example, at high speed and high load, the cooler flow rate Qc can be immediately increased, and the oil cooler 32 can be used. It is possible to make up for insufficient cooling. Further, when the accelerator is reduced, the vehicle 10 is normally coasting, and even if the load on the mechanical oil pump 30 driven by the engine 12 is increased, the effect on the fuel efficiency of the engine 12 is not affected. , It is possible to reduce the amount of driving force of the engine as compared with the running time, and the influence on the fuel consumption by executing the above control is reduced.

Although the examples of the present invention have been described in detail with reference to the drawings, the present invention also applies to other aspects.

In the above-described embodiment, the engine output torque determining means 92 calculates the engine output torque Teo based on the accelerator opening degree θacc, but a change in the accelerator opening degree θaccc that exceeds a predetermined value occurs within a unit time. Only in this case, the calculation of the engine output torque Teo described above to the change of the setting of the first line pressure PL1 may be performed.

Further, in the above-described embodiment, a vehicle including an engine 12, a torque converter 14, and an automatic transmission 18 which is a planetary gear type stepped transmission is exemplified, but the vehicle is not necessarily limited to this. For example, instead of the stepped transmission 18, an automatic transmission such as a belt-type continuously variable transmission can be used.

Further, in the above-described embodiment, the torque converter 14 is used as the fluid transmission device, but a fluid coupling may be used instead.

Further, in the operation of FIG. 8, the maximum flow rate hydraulic PL1max was set in order to increase the hydraulic oil supplied to the oil cooler 32, but instead, the cooler flow rate Qc is increased as compared with the case of the required hydraulic PL1a. Even if the flow rate increasing hydraulic PL1ai is used, a tentative effect can be obtained.

The above is only one embodiment, and the present invention can be implemented in a mode in which various modifications and improvements are made based on the knowledge of those skilled in the art.

10: Vehicle 18: Automatic transmission (automatic transmission for vehicles)
32: Oil cooler 34: Lubrication part 42: Bypass valve
80: Electronic control device (control device)
PL1: First line pressure PL1a: Required oil pressure PL1ai: Flow rate increasing oil pressure
PL1max: Maximum flow rate Hydraulic C: Clutch (hydraulic engagement device)
B: Brake (hydraulic engagement device)
Qc: Cooler flow rate (flow rate of hydraulic oil passing through the oil cooler)

Claims (5)

Has an oil cooler, a bypass valve provided in parallel to the oil cooler, and lubrication of the automatic transmission hydraulic oil that has passed through the Oiruku La is supplied, and
The control apparatus for a vehicle hydraulic pressure supplied to the oil cooler is determined based on the line pressure is hydraulic pressure supplied to the hydraulic Shikigakarigo device for a gear speed of the vehicle automatic transmission,
In the oil cooler, the flow rate of the hydraulic oil passing through the oil cooler increases while the line pressure increases to the maximum flow rate oil pressure, but when the line pressure exceeds the maximum flow rate hydraulic pressure, the hydraulic oil passing through the oil cooler Has a relationship between the line pressure and the flow rate of hydraulic oil passing through the oil cooler, which reduces the flow rate of
The control device calculates the required oil pressure, which is the line pressure at which the engagement of the hydraulic engagement device forming the gear stage of the automatic transmission for a vehicle is established.
When the flow rate of the hydraulic oil passing through the oil cooler increases due to a hydraulic pressure larger than the required flood control calculated by the control device, the control device replaces the required oil pressure with the oil as compared with the required oil pressure. A control device for an automatic transmission for a vehicle, characterized in that the line pressure is set to increase the flow rate, which increases the flow rate of hydraulic oil passing through a cooler. If the flow rate of hydraulic oil passing through the oil cooler does not increase even if the line pressure is set to be equal to or higher than the required oil pressure, the line pressure is set to the required oil pressure.
The control device for an automatic transmission for a vehicle according to claim 1. The hydraulic engagement device is a plurality.
The control device for an automatic transmission for a vehicle according to claim 1 or 2. From the above relationship, the control device determines whether or not the flow rate of the hydraulic oil passing through the oil cooler increases when the line pressure is increased, and if it increases, the line pressure is increased and increased. If not, set the line pressure to the required oil pressure.
The control device for an automatic transmission for a vehicle according to any one of claims 1 to 3, characterized in that. When the flow rate of the hydraulic oil passing through the oil cooler increases as the line pressure is increased, the bypass valve is closed and the hydraulic oil supplied to the lubricating portion is exclusively passed through the oil cooler.
If the flow rate of the hydraulic oil passing through the oil cooler does not increase when the line pressure is increased, the bypass valve is opened and the hydraulic oil supplied to the lubricating portion passes through the oil cooler and the bypass valve. Be forced to
The control device for an automatic transmission for a vehicle according to claim 4.

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