US20150330375A1 - Control device for vehicle drive device - Google Patents

Control device for vehicle drive device Download PDF

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Publication number
US20150330375A1
US20150330375A1 US14/654,946 US201214654946A US2015330375A1 US 20150330375 A1 US20150330375 A1 US 20150330375A1 US 201214654946 A US201214654946 A US 201214654946A US 2015330375 A1 US2015330375 A1 US 2015330375A1
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United States
Prior art keywords
oil
electromagnetic valve
oil temperature
oil pump
drive frequency
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Abandoned
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US14/654,946
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English (en)
Inventor
Yasuhide Mizuno
Shinichi Ito
Hideki Kubonoya
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Toyota Motor Corp
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Toyota Motor Corp
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Assigned to TOYOTA JIDOSHA KABUSHIKI KAISHA reassignment TOYOTA JIDOSHA KABUSHIKI KAISHA ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: ITO, SHINICHI, KUBONOYA, HIDEKI, MIZUNO, YASUHIDE
Publication of US20150330375A1 publication Critical patent/US20150330375A1/en
Abandoned legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B17/00—Pumps characterised by combination with, or adaptation to, specific driving engines or motors
    • F04B17/03—Pumps characterised by combination with, or adaptation to, specific driving engines or motors driven by electric motors
    • F04B17/04—Pumps characterised by combination with, or adaptation to, specific driving engines or motors driven by electric motors using solenoids
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B49/00—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00
    • F04B49/06—Control using electricity
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B49/00—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00
    • F04B49/10—Other safety measures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/0021—Generation or control of line pressure
    • F16H61/0025—Supply of control fluid; Pumps therefore
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B2203/00—Motor parameters
    • F04B2203/02—Motor parameters of rotating electric motors
    • F04B2203/0201—Current
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B2203/00—Motor parameters
    • F04B2203/02—Motor parameters of rotating electric motors
    • F04B2203/0204—Frequency of the electric current
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B2205/00—Fluid parameters
    • F04B2205/11—Outlet temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/68—Inputs being a function of gearing status
    • F16H59/72—Inputs being a function of gearing status dependent on oil characteristics, e.g. temperature, viscosity

Definitions

  • the present invention relates to a control device of a vehicle drive device and particularly to control of a drive device including an electromagnetic valve oil pump.
  • Patent Document 1 discloses a configuration including an electromagnetic valve oil pump in addition to a mechanical oil pump driven by an engine. For example, when a vehicle is stopped with a shift range maintained in a D-range as in the case of waiting for a traffic light, the engine is automatically stopped and the electromagnetic valve oil pump is driven to supply a proper oil pressure in preparation for the next start so as to enable a prompt start.
  • the electromagnetic valve oil pump of Patent Document 1 has a drive frequency of an electromagnetic valve made variable to enable the supply of the optimum oil pressure regardless of aged deterioration of a vehicle.
  • Patent Document 1 Japanese Laid-Open Patent Publication No. 2011-69258
  • the electromagnetic valve oil pump applies a current repeatedly turned on and off to an electromagnetic valve to cause a plunger (piston) disposed in a solenoid coil to reciprocate, thereby repeatedly suck and discharge hydraulic oil.
  • This plunger is coupled to a spring biasing the plunger in one direction and, it is known that when the energization of the electromagnetic valve is switched off and the plunger moves in the solenoid coil due to the spring, a surge power (counter electromotive force) is generated in a drive circuit of the electromagnetic valve. Therefore, a surge absorption circuit absorbing this surge power is typically disposed.
  • a surge absorption power absorbed by the surge absorption circuit becomes large, a circuit scale increases for ensuring heat resistance, resulting in a larger size and higher cost of the surge absorption circuit. Therefore, it is desired to reduce the surge absorption power.
  • the electromagnetic valve oil pump Since the electromagnetic valve oil pump is connected via a valve body etc. to a hydraulic clutch, leakage of the hydraulic oil occurs from the valve body, for example.
  • a leakage amount of the hydraulic oil changes depending on an oil temperature of the hydraulic oil and, for example, the leakage amount becomes larger at higher oil temperature. Since the design is based on a state at the time of high oil temperature associated with a large leakage amount, the electromagnetic valve oil pump is required to have a larger discharge amount. However, a smaller leakage amount at the time of low oil temperature leads to excessive flow rate and oil pressure, resulting in an energy loss.
  • the surge absorption power becomes large in association with increased viscous resistance of the hydraulic oil and an increased solenoid current flowing through the solenoid coil.
  • Patent Document 1 no consideration is given to a change in the viscous resistance due to a change in the oil temperature of the hydraulic oil. Therefore, even if consideration is given to the leakage amount of the hydraulic oil, since the design is based on a state at the time of high oil temperature associated with a large leakage amount and the solenoid current becomes large at the time of low oil temperature and therefore increases the surge power, a large-sized surge absorption circuit is required, resulting in a problem of a higher cost.
  • the present invention was conceived in view of the situations and it is therefore an object of the present invention to provide a control device of a vehicle drive device including an electromagnetic valve oil pump and capable of reducing a size of a surge absorption circuit absorbing a surge generated during operation of the electromagnetic valve oil pump.
  • the first aspect of the invention provides a control device of a vehicle drive device including (a) an electromagnetic valve oil pump sucking and discharging hydraulic oil through ON/OFF operations of an electromagnetic valve, a means of controlling a drive frequency at which the electromagnetic valve oil pump is to be turned on/off, a means of detecting an oil temperature of the hydraulic oil, and a hydraulic circuit supplied with the hydraulic oil discharged from the electromagnetic valve oil pump, the control device of a vehicle drive device further including (b) a surge absorption circuit absorbing a counter electromotive force generated in the electromagnetic valve oil pump, (c) the drive frequency of operation of the electromagnetic valve oil pump being set lower when the oil temperature is low than when the oil temperature is high.
  • the electromagnetic valve oil pump is operated at a constant drive frequency regardless of an oil temperature and the oil temperature is low, the viscous resistance of the hydraulic oil is large and the solenoid current flowing through the electromagnetic valve oil pump is increased. Therefore, a surge power becomes large and therefore necessitates a surge absorption circuit having a large physical size designed with a large surge absorption power.
  • the leakage amount of the hydraulic oil from the hydraulic circuit becomes smaller as the viscous resistance of the hydraulic oil becomes larger. In other words, the leakage amount of the hydraulic oil from the hydraulic circuit has characteristics that the leakage amount becomes smaller as the oil temperature becomes lower.
  • the leakage amount becomes smaller and, therefore, a required flow rate can be ensured even if the discharge flow rate of the electromagnetic valve oil pump is suppressed as compared to when the oil temperature is high.
  • the drive frequency of operation of the electromagnetic valve oil pump is set lower when the oil temperature is low than when the oil temperature is high. This setting makes the drive frequency lower and therefore makes the discharge amount of the electromagnetic valve oil pump smaller when the oil temperature is low; however, since the leakage amount of the hydraulic oil becomes smaller, the required flow rate can be ensured. Since the surge power is proportional to the drive frequency, the surge power becomes small even at the time of low oil temperature and, therefore, the surge absorption circuit can be reduced in size.
  • the leakage amount becomes larger at the time of high oil temperature and, therefore, the drive frequency is made higher to increase the discharge amount of the electromagnetic valve oil pump; however, since the viscous resistance of the hydraulic oil is small at the time of high oil temperature and the solenoid current becomes lower as compared to the time of low temperature, the surge power does not become large.
  • the surge absorption circuit can be reduced in size.
  • the second aspect of the invention provides the control device of a vehicle drive device recited in the first aspect of the invention, wherein the oil temperature of the hydraulic oil is calculated based on a solenoid current of the electromagnetic valve.
  • the oil temperature can be detected without using a sensor etc.
  • the third aspect of the invention provides the control device of a vehicle drive device recited in the first aspect of the invention, wherein the drive frequency of the electromagnetic valve oil pump continuously varies depending on the oil temperature.
  • the frequency is set such that the required flow rate can be ensured depending on the oil temperature, and an extra flow rate and oil pressure can be suppressed to prevent the energy loss.
  • the fourth aspect of the invention provides the control device of a vehicle drive device recited in the first aspect of the invention, wherein the drive frequency of the electromagnetic valve oil pump varies in stages based on a preset threshold value of the oil temperature.
  • the frequency varies based on the threshold values of the oil temperature and the required flow rate can be ensured while suppressing the surge power.
  • the fifth aspect of the invention provides the control device of a vehicle drive device recited in the first aspect of the invention, wherein the oil temperature of the hydraulic oil is detected by an oil temperature sensor and calculated based on the solenoid current of the electromagnetic valve, wherein the oil temperature is normally detected by the oil temperature sensor, and is calculated based on the solenoid current when the oil temperature is not detected by the oil temperature sensor.
  • the optimum discharge amount of the electromagnetic valve oil pump based on the oil temperature becomes unknown and, therefore, the drive frequency must be made high so as to ensure the discharge amount.
  • the surge power becomes large, which necessitates corresponding enlargement of the surge absorption circuit.
  • the oil temperature can be calculated based on the solenoid current of the electromagnetic valve, even if the oil temperature cannot be detected by the oil pressure sensor, the oil temperature is calculated based on the solenoid current of the electromagnetic valve so as to set the drive frequency to an optimum value and, therefore, the surge power is suppressed so that the surge absorption circuit is certainly prevented from increasing in size.
  • the sixth aspect of the invention provides the control device of a vehicle drive device recited in the fifth aspect of the invention, wherein a control portion supplied with an oil temperature signal from the oil temperature sensor is separated from a control portion configured to control the oil temperature based on the solenoid current of the electromagnetic valve.
  • a control portion supplied with an oil temperature signal from the oil temperature sensor is separated from a control portion configured to control the oil temperature based on the solenoid current of the electromagnetic valve.
  • the seventh aspect of the invention provides the control device of a vehicle drive device recited in the first aspect of the invention, wherein a mechanical oil pump driven by an engine is further included, and wherein the electromagnetic valve oil pump is driven during stop of the engine.
  • a mechanical oil pump driven by an engine is further included, and wherein the electromagnetic valve oil pump is driven during stop of the engine.
  • the eighth aspect of the invention provides the control device of a vehicle drive device recited in the seventh aspect of the invention, wherein the hydraulic oil discharged from the electromagnetic valve oil pump is supplied to a start clutch of a transmission.
  • the mechanical oil pump is stopped by stopping the engine during stop of the vehicle, since the hydraulic oil is supplied from the electromagnetic valve oil pump to the start clutch of the transmission during this period, the start clutch of the transmission can promptly be engaged to enable a smooth start when the vehicle is restarted.
  • the ninth aspect of the invention provides the control device of a vehicle drive device recited in the first aspect of the invention, wherein the electromagnetic valve oil pump has an intake oil passage for sucking the hydraulic oil and a discharge oil passage for discharging the hydraulic oil, and wherein a cross-sectional area of the intake oil passage is larger than a cross-sectional area of the discharge oil passage. Since this reduces the resistance acting on the hydraulic oil that is being sucked from the intake oil passage, the controllability of the electromagnetic valve oil pump is improved.
  • FIG. 1 is a diagram for explaining a general configuration of a power transmission path from an engine to drive wheels making up a vehicle drive device to which the present invention is applied, and is a block diagram for explaining a main portion of a control system disposed in the vehicle drive device.
  • FIG. 2 depicts a part of a hydraulic circuit controlling the vehicle drive device of FIG. 1 , particularly a hydraulic circuit controlling the start clutch in a simplified manner.
  • FIG. 3 is a diagram for explaining structure and operation of the electromagnetic valve oil pump of FIG. 2 .
  • FIG. 4 depicts changes with time in current and voltage when the electromagnetic valve oil pump of FIG. 3 is driven.
  • FIG. 5 depicts a relationship between oil pressure/oil temperature and a leakage amount of the hydraulic oil.
  • FIG. 6 is a functional block diagram for mainly explaining a control operation of the electromagnetic valve oil pump in an electronic control device of FIG. 1 .
  • FIG. 7 depicts a map representative of a relationship between a solenoid current and the oil temperature.
  • FIG. 8 depicts a map representative of a relationship between the oil temperature and a required flow rate.
  • FIG. 9 is a map determining drive frequency based on the required flow rate.
  • FIG. 10 depicts changes in voltage and current relative to the drive frequency.
  • FIG. 11 is a flowchart for explaining the control operation of the electronic control device, particularly the control operation of the electromagnetic valve oil pump.
  • FIG. 12 depicts a relationship between the oil temperature/the drive frequency and a surge absorption power, the relationship being obtained from another example of the present invention.
  • FIG. 13 depicts the surge absorption power to the drive frequency on a time axis.
  • FIG. 14 is a flowchart for explaining the control operation of the electronic control device of a further example of the present invention, i.e., the control operation of the electromagnetic valve oil pump.
  • FIG. 1 is a diagram for explaining a general configuration of a power transmission path from an engine 12 to drive wheels 14 making up a vehicle drive device 10 to which the present invention is applied, and is a block diagram for explaining a main portion of a control system disposed in the vehicle drive device 10 .
  • a transmission mechanism portion 16 is, for example, a stepped automatic transmission or a continuously variable automatic transmission (CVT) transversely mounted on a vehicle and preferably used in an FF (front-engine front-drive) type vehicle and is coupled via a torque converter 17 to the engine 12 .
  • CVT continuously variable automatic transmission
  • Power is input, from the engine 12 that is an internal combustion engine acting as a drive force source for running, through the torque converter 17 to the transmission mechanism portion 16 , and is transmitted from an output gear 18 acting as an output rotating member making up one gear of a counter gear pair 20 , sequentially via the counter gear pair 20 , a final gear pair 22 , a differential gear device (differential gear) 24 , a pair of axles (drive shafts (D/S)) 26 , etc. acting as a power transmission device, to a pair of the drive wheels 14 .
  • a transaxle (T/A) is made up of the transmission mechanism portion 16 , the counter gear pair 20 , the final gear pair 22 , the differential gear device (differential gear) 24 , etc.
  • the engine 12 is, for example, an internal combustion engine such as a gasoline engine and a diesel engine, and includes an electronic throttle valve 54 disposed in an intake pipe 50 and driven to open/close by a throttle actuator 52 , a fuel injection device 56 injecting fuel into a cylinder, and an ignition device 58 igniting the injected fuel.
  • an electronic throttle valve 54 disposed in an intake pipe 50 and driven to open/close by a throttle actuator 52 , a fuel injection device 56 injecting fuel into a cylinder, and an ignition device 58 igniting the injected fuel.
  • a wheel brake device 64 is a well-known drum brake or disk brake and is disposed for each of wheels (wheels including the drive wheels 14 as well as driven wheels) to brake the wheels in accordance with a depression operation of a foot brake pedal 66 .
  • the wheel brake device 64 brakes the wheels in accordance with a brake oil pressure generated by the depression operation of the foot brake pedal 66 .
  • the vehicle drive device 10 includes an electronic control device 80 having a function as a vehicle engine control device controlling the engine 12 .
  • the electronic control device 80 includes, for example, a so-called microcomputer including a CPU, a RAM, a ROM, an input/output interface, etc., and executes signal processes in accordance with a program stored in advance in the ROM, while utilizing a temporary storage function of the RAM, to provide the output control of the engine 12 , the shift control of the transmission mechanism portion 16 , and the drive control of an electromagnetic valve oil pump 86 described later.
  • the electronic control device 80 is made up of a plurality of control devices such as an E/G-ECU exclusively executing the output control of the engine 12 , an A/T-ECU exclusively executing the shift control of the transmission mechanism portion 16 , and an O/P-ECU exclusively executing the drive control of the electromagnetic valve oil pump 86 , and data are transferred among these control devices to each other through communication.
  • control devices such as an E/G-ECU exclusively executing the output control of the engine 12 , an A/T-ECU exclusively executing the shift control of the transmission mechanism portion 16 , and an O/P-ECU exclusively executing the drive control of the electromagnetic valve oil pump 86 , and data are transferred among these control devices to each other through communication.
  • the electronic control device 80 is supplied with, for example, an engine rotation speed signal corresponding to a crank angle (position) Acr of a crankshaft and an engine rotation speed Ne of the engine 12 from an engine rotation speed sensor 28 , an input rotation speed signal corresponding to a rotation speed Nin of an input shaft of the transmission mechanism portion 16 from an input rotation speed sensor 30 , a vehicle speed signal indicative of a vehicle speed V corresponding to a rotation speed Nout of the output gear 18 from a vehicle speed sensor 32 , wheel speed signals corresponding to rotation speeds Nw of the wheels from wheel speed sensors 34 , a signal indicative of the presence of operation of an accelerator pedal 68 and an operation amount (accelerator opening degree Acc) of the accelerator pedal 68 from an accelerator opening degree sensor 36 , a signal from a footbrake switch 38 indicative of the presence of a brake operation for causing the wheel brake device 64 to brake the wheels, i.e., the presence of the depression operation of the brake pedal 66 , and a signal indicative of an oil temperature Toil of hydraulic oil from an
  • the electronic control device 80 outputs, for example, engine output control command signals for the output control of the engine 12 , for example, a drive signal to the throttle actuator 52 establishing an opening degree ⁇ th (throttle valve opening degree ⁇ th) of the electronic throttle valve 54 , a fuel supply amount signal controlling an amount of fuel supply into each cylinder of the engine 12 by the fuel injection device 56 , and an ignition signal commanding the timing of ignition of the engine 12 by the ignition device 58 ; a shift control command signal for the shift control of the transmission mechanism portion 16 ; and a drive signal driving the electromagnetic valve oil pump 86 .
  • engine output control command signals for the output control of the engine 12 , for example, a drive signal to the throttle actuator 52 establishing an opening degree ⁇ th (throttle valve opening degree ⁇ th) of the electronic throttle valve 54 , a fuel supply amount signal controlling an amount of fuel supply into each cylinder of the engine 12 by the fuel injection device 56 , and an ignition signal commanding the timing of ignition of the engine 12 by the ignition device 58 ; a
  • the electronic control device 80 outputs the shift control command signal to a hydraulic control circuit (not depicted) based on the input rotation speed signal, an output rotation speed signal, etc., so as to provide the switching control of the gear ratio of the transmission mechanism portion 16 .
  • the electronic control device 80 drives the throttle actuator 52 based on the accelerator opening degree Acc from a relationship (not depicted) stored in advance, as part of the output control of the engine 12 , so as to provide throttle control such that the throttle valve opening degree ⁇ th is increased with an increase in the accelerator opening degree Acc.
  • the electronic control device 80 provides control of driving the electromagnetic valve oil pump 86 .
  • the electronic control device 80 of this example provides so-called idling reduction control of temporarily automatically stopping the engine 12 in association with a stop of running of the vehicle for fuel efficiency improvement. For example, in such a case that the vehicle waits for a traffic light, the vehicle is stopped while a shift range is a D-range with the brake pedal 66 depressed, and the engine 12 is temporarily automatically stopped in this case. Since the temporary stop of the engine 12 in the idling reduction control means that the fuel supply to the engine is stopped to put the engine 12 into a non-drive state and the engine rotation speed Ne is not limited to zero in the non-drive state, the temporary stop of the engine 12 includes the case that the engine rotation speed Ne is not zero.
  • the fuel efficiency in this example refers to a running distance per unit fuel consumption etc.
  • a reduction (deterioration) in fuel efficiency refers to shortening of the running distance per unit fuel consumption or an increase in fuel consumption rate of the vehicle as a whole.
  • the vehicle of this example drives the electromagnetic valve oil pump 86 described later instead of the mechanical pump during the idle reduction control (during engine stop) to supply the hydraulic oil to the start clutch C 1 in advance so that a state immediately before engagement is achieved, thereby enabling a prompt start.
  • FIG. 2 depicts a hydraulic circuit 82 controlling the start clutch C 1 in a simplified manner.
  • the hydraulic control circuit 82 has two oil pumps, which are a mechanical oil pump 84 driven by the engine 12 and the electromagnetic valve oil pump 86 including an electromagnetic valve 104 and driven by the electromagnetic valve 104 , and the hydraulic oil discharged from these oil pumps is selectively supplied via a switching valve 93 to the start clutch C 1 .
  • the mechanical oil pump 84 is driven when the engine 12 is driven, and pumps up the hydraulic oil stored in an oil pan 88 to discharge the hydraulic oil toward a pressure adjusting circuit 90 .
  • the pressure adjusting circuit 90 includes, for example, a regulator valve (not depicted) and uses the hydraulic oil discharged from the mechanical oil pump 84 as an original pressure to adjust an optimum line pressure depending on a running state of the vehicle.
  • a solenoid valve SL 1 uses the line pressure as an original pressure to adjust the line pressure to an optimum clutch pressure Pc 1 depending on the running state of the vehicle. This adjusted clutch pressure Pc 1 is supplied via the switching valve 93 to the start clutch C 1 .
  • the electromagnetic valve oil pump 86 pumps up the hydraulic oil stored in the oil pan 88 to supply the hydraulic oil via the switching valve 93 to the start clutch C 1 .
  • the switching valve 93 is a switching valve switching between the solenoid valve SL 1 and the electromagnetic valve oil pump 86 , through which the hydraulic oil is to be supplied to the start clutch C 1 . If the mechanical oil pump 84 is operated, the switching valve 93 allows the communication between the solenoid valve SL 1 and the start clutch C 1 and interrupts the communication between the electromagnetic valve oil pump 86 and the start clutch C 1 .
  • the switching valve 93 allows the communication between the electromagnetic valve oil pump 86 and the start clutch C 1 and interrupts the communication between the solenoid valve SL 1 and the start clutch C 1 .
  • Specific structure and operation of the switching valve 93 are known techniques and therefore will not be described.
  • the hydraulic oil discharged from the electromagnetic valve oil pump 86 is directly supplied via the switching valve 93 to the start clutch C 1 , without the supplied hydraulic oil being adjusted. Therefore, the electromagnetic valve oil pump 86 is an oil pump supplying the hydraulic oil to the start clutch C 1 exclusively during the idle reduction control.
  • FIG. 3 depicts structure of the electromagnetic valve oil pump 86 .
  • FIG. 3( a ) depicts a state of sucking the hydraulic oil from the oil pan 88 and FIG. 3( b ) depicts a state of discharging the hydraulic oil toward the start clutch C 1 .
  • the electromagnetic valve oil pump 86 includes a column-shaped plunger 94 reciprocating in a cylindrical case 92 , a solenoid coil 96 (electromagnetic portion) repeating ON/OFF operations at a predetermined duty ratio and drive frequency F for reciprocating the plunger 94 , a spring 98 biasing the plunger 94 toward the side on which the hydraulic oil is discharged (the right side of FIG.
  • the electromagnetic valve oil pump 86 has the electromagnetic valve 104 made up of the case 92 , the plunger 94 , the solenoid coil 96 , and spring 98 .
  • the electromagnetic valve oil pump 86 of this example includes a drive frequency switching circuit 108 switching the drive frequency F, and the discharge amount of the electromagnetic valve oil pump 86 can be adjusted by switching the drive frequency F.
  • a surge power counter electromotive force
  • FIG. 4 depicts changes with time in current I and voltage V when the electromagnetic valve oil pump 86 is driven.
  • a solid line indicates the voltage V and a broken line indicates the current I.
  • the solenoid coil 96 is energized, the voltage has a positive value.
  • the drive frequency switching circuit 108 of this example has the O/P-ECU controlling the electromagnetic valve oil pump 86 incorporated in the drive frequency switching circuit 108 as depicted in FIG. 2 , the O/P-ECU may be disposed separately from the drive frequency switching circuit 108 .
  • a surge absorption circuit 110 for absorbing this surge power is interposed between the solenoid coil 96 of the electromagnetic valve oil pump 86 and the drive frequency switching circuit 108 .
  • the surge absorption circuit 110 includes a rectifier diode 112 and a Zener diode 114 , for example.
  • a surge absorption power W absorbed by the surge absorption circuit 110 is calculated by following Equation (1).
  • I denotes a solenoid current [A]
  • Vz denotes a Zener voltage [V]
  • t denotes a surge width [s] depicted in FIG. 4
  • F denotes a drive frequency [Hz].
  • the Zener voltage Vz is a rated value determined based on the Zener diode 114 .
  • a hydraulic circuit (corresponding to a hydraulic circuit of the present invention) including the discharge oil passage 100 and the switching valve 93 and connecting the electromagnetic valve oil pump 86 and the start clutch C 1 is formed in a valve body (not depicted), and leakage of the hydraulic oil occurs when the hydraulic oil passes through the valve body.
  • FIG. 5 depicts a relationship between oil pressure/oil temperature and a leakage amount of the hydraulic oil. As depicted in FIG. 5 , the leakage amount of the hydraulic oil increases as the oil pressure becomes higher. The leakage amount becomes large when the hydraulic oil is at high oil temperature as compared to the case of low oil temperature. This is because the viscous resistance of the hydraulic oil decreases as the oil temperature Toil of hydraulic oil becomes higher.
  • the hydraulic oil required for the start clutch C 1 can be supplied even if the discharge amount from the electromagnetic valve oil pump 86 is reduced as compared to the time of high oil temperature.
  • the discharge amount of the electromagnetic valve oil pump 86 is conventionally not variable and the discharge amount of the electromagnetic valve oil pump 86 is designed based on a state of a large leakage amount (the time of high oil temperature). Therefore, the flow rate and oil pressure of the hydraulic oil become excessive at the time of low oil temperature, resulting in an energy loss and deteriorating the fuel efficiency, and the clutch oil pressure of the start clutch C 1 may become excessive, resulting in a torque transmission shock.
  • the drive frequency F of the electromagnetic valve oil pump 86 is set to a higher value, and the surge absorption power W becomes larger in relation to this setting as can be seen from Equation (1). Therefore, the surge absorption circuit 110 increases in size for ensuring the heat resistance for the surge absorption power W, resulting in a cost increase.
  • the drive frequency F of the electromagnetic valve oil pump 86 is changed depending on the oil temperature Toil of the hydraulic oil to optimally control the discharge flow amount from the electromagnetic valve oil pump 86 , thereby suppressing the surge absorption power W and preventing the surge absorption circuit 110 from increasing in size.
  • the drive frequency F is set lower in the case of low temperature as compared to the case of high temperature, thereby suppressing the surge absorption power W and preventing the surge absorption circuit 110 from increasing in size.
  • a main portion of the present invention, i.e., the drive control of the electromagnetic valve oil pump 86 will hereinafter be described.
  • FIG. 6 is a functional block diagram for mainly explaining a control operation of the electromagnetic valve oil pump 86 in the electronic control device 80 .
  • the O/P-ECU is incorporated in the drive frequency switching circuit 108 in the block diagram of FIG. 2
  • the O/P-ECU is depicted separately from the drive frequency switching circuit 108 in the functional block diagram of FIG. 6 so as to describe specific functions of the O/P-ECU.
  • An oil temperature detecting portion 130 (an oil temperature detecting means) depicted in FIG. 6 detects the oil temperature Toil of the hydraulic oil flowing through the hydraulic circuit 82 .
  • the oil temperature detecting portion 130 detects the oil temperature Toil from the oil temperature sensor 40 disposed in the oil pan 88 storing the hydraulic oil.
  • the oil temperature detecting portion 130 detects the solenoid current I [A] of the electromagnetic valve 104 (the electromagnetic valve oil pump 86 ) from the drive frequency switching circuit 108 and calculates the oil temperature Toil based on the solenoid current I.
  • FIG. 7 depicts a map which is representative of a relationship between the solenoid current I and the oil temperature Toil, and which is obtained from an experiment or analysis in advance. As depicted in FIG.
  • the oil temperature detecting portion 130 detects the solenoid current I and determines the oil temperature Toil based on the map of FIG. 7 obtained and stored in advance.
  • the oil temperature Toil may be calculated based on not only the map depicted in FIG. 7 but also an empirical formula empirically obtained in advance for calculating the oil temperature Toil.
  • a required flow rate calculating portion 132 calculates a required flow rate Q [cc/min] required for the electromagnetic valve oil pump 86 based on the oil temperature Toil obtained by the oil temperature detecting portion 130 .
  • the required flow rate Q is a flow rate of the hydraulic oil required for the start clutch C 1 .
  • FIG. 8 depicts a map representative of a relationship between the oil temperature Toil and the required flow rate Q obtained from an experiment or analysis in advance. As depicted in FIG. 8 , the required flow rate Q increases as the oil temperature Toil becomes higher. This is because a higher oil temperature Toil reduces the viscosity of the hydraulic oil and increases the leakage from the hydraulic circuit and the required flow rate Q is increased by an amount of the leakage.
  • the required flow rate calculating portion 132 determines the required flow rate Q from the calculated oil temperature Toil based on the map depicted in FIG. 8 obtained and stored in advance.
  • the required flow rate Q may be calculated based on not only the map depicted in FIG. 8 but also an empirical formula empirically obtained in advance for calculating the required flow rate Q.
  • a drive frequency calculating portion 134 determines the drive frequency F [Hz] of the electromagnetic valve oil pump 86 based on the required flow rate Q obtained by the required flow rate calculating portion 132 .
  • FIG. 9 is a map determining the drive frequency F based on the required flow rate Q.
  • FIG. 9 is obtained empirically or analytically in advance such that the drive frequency F satisfying the required flow rate Q is set. As depicted in FIG. 9 , the drive frequency F increases as the required flow rate Q increases. As a result, the drive frequency F of the electromagnetic valve oil pump 86 continuously varies depending on the oil temperature Toil.
  • a drive frequency changing portion 136 outputs, to the drive frequency switching circuit 108 , a command for driving the electromagnetic valve oil pump 86 such that the electromagnetic valve 104 is turned on and off at the drive frequency F obtained by the drive frequency calculating portion 134 .
  • the drive frequency F becomes lower in the case of low oil temperature as compared to the case of high oil temperature in accordance with the maps of FIGS. 7 to 9 .
  • FIG. 10 depicts changes in voltage and current relative to the drive frequency F.
  • FIG. 10( a ) represents the time of high oil temperature, i.e., a state when the drive frequency F is high, and FIG.
  • 10( b ) represents a state at the time of low oil temperature, i.e., a state when the drive frequency F is low.
  • a solid line indicates a voltage [V] and a broken line indicates a current I [A].
  • the drive frequency F becomes lower at the time of low oil temperature of FIG. 10( b )
  • the number of times of occurrence of the surge power becomes lower as compared to the time of high oil temperature of FIG. 10( a ) and, therefore, the surge absorption power W is reduced.
  • the surge absorption circuit 110 can be reduced in size and cost.
  • FIG. 11 is a flowchart for explaining a main portion of the control operation of the electronic control device 80 , particularly the control operation of the electromagnetic valve oil pump 86 , and is repeatedly executed with an extremely short cycle time, for example, on the order of few msec to a few tens of msec.
  • step S 1 (hereinafter, step will be omitted) corresponding to the oil temperature detecting portion 130 , the solenoid current I of the electromagnetic valve oil pump 86 is input that is relevant to the oil temperature Toil of the hydraulic oil.
  • step S 2 also corresponding to the oil temperature detecting portion 130 , the oil temperature Toil of the hydraulic oil is calculated by reference to the solenoid current I input at S 1 from the map depicted in FIG. 7 obtained and stored in advance. Although the oil temperature Toil is calculated based on the solenoid current I in the above description, the oil temperature Toil can directly be detected by the oil temperature sensor 40 .
  • the required flow rate Q is calculated by reference to the oil temperature Toil calculated at S 2 from the map depicted in FIG. 8 obtained and stored in advance.
  • the drive frequency F is calculated by reference to the required flow rate Q calculated at S 3 from the map depicted in FIG. 9 obtained and stored in advance.
  • a command for operating the electromagnetic valve oil pump 86 at the drive frequency F calculated at S 4 is output to the drive frequency switching circuit 108 .
  • the drive frequency F of operation of the electromagnetic valve oil pump 86 is set lower when the oil temperature Toil is low than when the oil temperature Toil is high. This setting makes the drive frequency F lower and therefore makes the discharge amount of the electromagnetic valve oil pump 86 smaller when the oil temperature Toil is low; however, since the leakage amount of the hydraulic oil becomes smaller, the required flow rate can be ensured. Since the surge absorption power W is proportional to the drive frequency F, the surge absorption power W becomes small even at the time of low oil temperature and, therefore, the surge absorption circuit 110 can be reduced in size.
  • the leakage amount becomes larger at the time of high oil temperature and, therefore, the drive frequency F is made higher to increase the discharge amount of the electromagnetic valve oil pump 86 ; however, since the viscous resistance of the hydraulic oil is small at the time of high oil temperature and the solenoid current I becomes lower as compared to the time of low temperature, the surge absorption power W does not become large. Thus, the surge absorption circuit 110 can be reduced in size. Since the drive frequency F becomes lower at the time of low oil temperature, extra hydraulic oil is not discharged at the time of low oil temperature, and fuel efficiency deterioration and a transmission shock due to excessive toque of the start clutch C 1 are prevented.
  • the oil temperature Toil of the hydraulic oil is calculated based on the solenoid current I of the electromagnetic valve.
  • the oil temperature can be detected without using a sensor etc.
  • the drive frequency F of the electromagnetic valve oil pump 86 continuously varies depending on the oil temperature Toil.
  • the drive frequency F is set such that the required flow rate can be ensured depending on the oil temperature Toil, and an extra flow rate and oil pressure can be suppressed to prevent the energy loss.
  • the mechanical oil pump 84 driven by the engine 12 is further included and the electromagnetic valve oil pump 86 is driven during stop of the engine 12 .
  • the electromagnetic valve oil pump 86 is driven instead and, therefore, insufficient supply of the hydraulic oil to the start clutch C 1 can be avoided.
  • the hydraulic oil discharged from the electromagnetic valve oil pump 86 is supplied to the start clutch C 1 of the transmission mechanism portion 16 .
  • the mechanical oil pump 84 is stopped by stopping the engine 12 during stop of the vehicle, since the hydraulic oil is supplied from the electromagnetic valve oil pump 86 to the start clutch C 1 of the transmission mechanism portion 16 during this period, the start clutch C 1 of the transmission mechanism portion 16 can promptly be engaged to enable a smooth start when the vehicle is restarted.
  • FIG. 12 depicts a relationship between the oil temperature Toil/the drive frequency F and the surge absorption power W.
  • FIG. 12 depicts data of four drive frequencies F of 10 Hz indicated by white squares, 15 Hz indicated by white circles, 20 Hz indicated by black triangles, and 25 Hz indicated by black diamonds.
  • the surge absorption power W decreases as the oil temperature Toil becomes higher at all the drive frequencies F.
  • the surge absorption power W is more increased when the drive frequency F is higher.
  • a thick solid line depicted in FIG. 12 indicates the drive frequency F switched depending on the oil temperature Toil.
  • the drive frequency F is switched to 10 Hz in a region of the oil temperature Toil less than 50° C.; the drive frequency F is switched to 15 Hz in a region of the oil temperature Toil from 50° C. to 80° C.; the drive frequency F is switched to 20 Hz in a region of the oil temperature Toil from 80° C. to 110° C.; and the drive frequency F is switched to 25 Hz in a region of the oil temperature Toil equal to or greater than 110° C. Therefore, the drive frequency F is set to vary in stages based on threshold values of the oil temperature Toil.
  • a value (about 2.7 W) indicated by a dashed-dotted line depicted in FIG. 12 is a maximum value Wmax of the surge absorption power W.
  • the drive frequency F is switched depending on the oil temperature Toil such that the surge absorption power W does not exceed the maximum value Wmax.
  • the required flow rate Q is conventionally set based on a state at the time of high oil temperature associated with a large leakage amount of the hydraulic oil without switching the drive frequency F, and the drive frequency F is set to a high value so as to satisfy the required flow rate Q. Therefore, the maximum value of the surge absorption power W becomes large and the surge absorption circuit 110 is enlarged.
  • the conventional maximum value of the surge absorption power W is set to about 3.6 W (a value at low oil temperature based on the drive frequency of 25 Hz) in FIG. 12 .
  • the maximum value of the surge absorption power W is about 2.7 W in this example and, therefore, the maximum value of the surge absorption power W is reduced by a difference ⁇ W close to about 1 W. Therefore, the surge absorption circuit 110 can be reduced in size.
  • FIG. 13 depicts the surge absorption power W to the drive frequency F on a time axis. While the drive frequency F is 25 Hz, the surge absorption power W is high and, as the drive frequency F is switched to a lower value, the surge absorption power W is changed stepwise to a lower value. As depicted in FIG. 12 , since the drive frequency F is switched to 25 Hz at high temperature, the solenoid current I becomes low and, therefore, the surge absorption power W does not become large. Thus, the surge absorption circuit 110 can be reduced in size.
  • the oil temperature detecting portion 130 detects the oil temperature Toil through direct detection by the oil temperature sensor 40 or indirect calculation from the solenoid current I relevant to the oil temperature Toil in the above-described examples, the both oil temperature detections are used and the oil temperature Toil is detected by a selected one of the detections in this example.
  • the oil temperature detecting portion 130 of this example includes both the oil temperature detection by the oil temperature sensor 40 and the oil temperature detection from calculation based on the solenoid current I, and the oil temperature Toil is normally directly detected by the oil temperature sensor 40 .
  • the oil temperature detection by the oil temperature sensor 40 is direct oil temperature detection and is therefore more accurate as compared to the case of indirect detection based on the solenoid current I. Therefore, the oil temperature Toil is normally detected by the oil temperature sensor 40 .
  • the oil temperature Toil is undetectable in a configuration unable to detect an oil temperature based on the solenoid current I and, therefore, the pump is driven at a high drive frequency F so as to avoid an insufficient required flow rate Q, resulting in a larger surge absorption power W and leading to an increase in size of the surge absorption circuit.
  • the idle reduction control is terminated to constantly drive the engine 12 , resulting in deterioration in fuel efficiency.
  • the oil temperature detecting portion 130 of this example determines whether the oil temperature detection by the oil temperature sensor 40 is available and, if the oil temperature detection by the oil temperature sensor 40 becomes unavailable, a switchover is performed to select the method of detecting the oil temperature Toil from the solenoid current I so as to enable the oil temperature detection even when the oil temperature detection by the oil temperature sensor 40 is impossible, thereby certainly preventing the increase in size of the surge absorption circuit 110 and the termination of the idle reduction control.
  • the oil temperature signal output from the oil temperature sensor 40 is input to the A/T-ECU and the oil temperature signal is transmitted from the A/T-ECU to the O/P-ECU. Therefore, the A/T-ECU supplied with the oil temperature signal from the oil temperature sensor 40 is separated from the O/P-ECU configured to control the oil temperature Toil based on the solenoid current I. Because of this configuration, even if the oil temperature sensor 40 has a failure or a communication abnormality occurs between the A/T-ECU and the O/P-ECU, the oil temperature Toil can be detected by detecting the solenoid current I in the O/P-ECU.
  • the A/T-ECU corresponds to a control portion supplied with the oil temperature signal from the oil temperature sensor
  • the O/P-ECU corresponds to a control portion configured to control the oil temperature based on the solenoid current.
  • FIG. 14 is a flowchart for explaining the control operation of the electronic control device 80 of this example, i.e., the control operation of the electromagnetic valve oil pump 86 .
  • step S 10 (hereinafter, step will be omitted) corresponding to the oil temperature detecting portion 130 . If it is determined that the oil temperature detection by the oil temperature sensor 40 is not available because of a failure of the oil temperature sensor 40 or a communication abnormality between the A/T-ECU and the O/P-ECU, S 10 is negative and the operation goes to S 1 corresponding to the oil temperature detecting portion 130 .
  • the solenoid current I is input that is a parameter related to the oil temperature Toil, and at S 2 corresponding to the oil temperature detecting portion 130 , the oil temperature Toil is calculated based on the solenoid current I obtained at S 1 .
  • the operation goes to S 12 corresponding to the oil temperature detecting portion 130 , and the oil temperature Toil is detected by the oil temperature sensor 40 .
  • the required flow rate Q is calculated based on the oil temperature Toil at S 3 corresponding to the required flow rate calculating portion 132 .
  • the drive frequency F is calculated based on the required flow rate Q obtained at S 3 , and the command for operating the electromagnetic valve oil pump 86 at the drive frequency F calculated at S 4 is output to the drive frequency switching circuit 108 at S 5 corresponding to the drive frequency changing portion 136 .
  • the oil temperature detecting portion 130 of this example detects the oil temperature Toil by normally the oil temperature sensor 40 , and calculates the oil temperature Toil based on the solenoid current I if the detection of the oil temperature Toil by the oil temperature sensor 40 is difficult, the oil temperature Toil can certainly be detected by calculating the oil temperature Toil based on the solenoid current I so as to avoid the increase in size of the surge absorption circuit 110 and the termination of the idle reduction control.
  • the oil temperature Toil of the hydraulic oil is detected by the oil temperature sensor 40 and calculated based on the solenoid current I of the electromagnetic valve, and the oil temperature Toil is normally detected by the oil temperature sensor 40 , while the oil temperature Toil is calculated based on the solenoid current I when the oil temperature Toil is not detected by the oil temperature sensor 40 .
  • a reliable value of the oil temperature Toil is normally detected by the oil temperature sensor 40 and, even if the oil temperature Toil cannot be detected by the oil temperature sensor 40 , the oil temperature Toil can be calculated based on the solenoid current I of the electromagnetic valve, and the optimum drive frequency F can be set based on the oil temperature Toil.
  • the optimum discharge amount of the electromagnetic valve oil pump 86 based on the oil temperature Toil becomes unknown and, therefore, the drive frequency F must be made high so as to ensure the discharge amount.
  • the surge absorption power W becomes large, which necessitates corresponding enlargement of the surge absorption circuit 110 .
  • the oil temperature Toil can be calculated based on the solenoid current I of the electromagnetic valve in this example, even if the oil temperature Toil cannot be detected by the oil pressure sensor 40 , the oil temperature Toil is calculated based on the solenoid current I of the electromagnetic valve so as to set the drive frequency F to an optimum value and, therefore, the surge absorption power is suppressed so that the surge absorption circuit 110 is certainly prevented from increasing in size.
  • the A/T-ECU supplied with the oil temperature signal from the oil temperature sensor 40 is separated from the O/P-ECU configured to control the oil temperature based on the solenoid current I of the electromagnetic valve.
  • the start clutch C 1 is not a limitation and the hydraulic oil may be supplied to any actuator driven by an oil pressure without particular limitation.
  • the hydraulic oil discharged from the electromagnetic valve oil pump 86 is supplied only to the start clutch C 1 in the examples, the hydraulic oil may selectively be supplied via a switching valve etc. to another actuator.
  • the oil temperature Toil may be detected by either one of the methods.
  • the solenoid current I is applied as a parameter related to the oil temperature Toil, any parameter such as an engine water temperature may be employed as needed as long as the oil temperature Toil can indirectly be estimated from the employed parameter.
  • the surge absorption circuit 110 is made up of one rectifier diode and two Zener diodes coupled in series in the examples, this configuration is an example and may be changed as needed without contradiction. Since the maximum value of the surge absorption power W is reduced in the present invention, the surge absorption circuit 110 is accordingly designed to be small.
  • the specific configuration of the electromagnetic valve oil pump 86 is an example and any configuration is applicable as needed as long as the applied configuration enables the discharge amount to be variable by changing the drive frequency F of the electromagnetic valve.
  • relation maps depicted in FIGS. 7 to 9 are stored in the O/P-ECU in the examples, this is not necessarily a limitation and the relation maps may be stored in another storage device.
  • oil temperature detecting portion (means of detecting an oil temperature)
  • A/T-ECU control portion supplied with an oil temperature signal from an oil temperature sensor
  • control portion configured to control an oil temperature based on a solenoid current of an electromagnetic valve

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Control Of Positive-Displacement Pumps (AREA)
  • Fluid-Pressure Circuits (AREA)
US14/654,946 2012-12-27 2012-12-27 Control device for vehicle drive device Abandoned US20150330375A1 (en)

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US10288162B2 (en) * 2016-08-16 2019-05-14 Zf Friedrichshafen Ag Control method for a transmission with hydraulic system comprising a variable displacement pump
US20190375423A1 (en) * 2018-06-06 2019-12-12 Ford Global Technologies, Llc Methods and systems for oil leak determination

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JP6124840B2 (ja) 2014-05-26 2017-05-10 株式会社アドヴィックス 制動制御装置
DE102019216815A1 (de) * 2019-10-31 2021-05-06 Robert Bosch Gmbh Fluidpumpenvorrichtung

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JPWO2014102983A1 (ja) 2017-01-12
BR112015015295A2 (pt) 2017-07-11
KR20150097701A (ko) 2015-08-26
DE112012007263T5 (de) 2015-09-24

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