JP4123694B2 - Early warming device for transmission - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an apparatus that warms up a transmission of a vehicle drive device at an early stage, and more particularly to control for performing warm-up or heat storage operation according to the state of the vehicle.
[0002]
[Prior art]
Many vehicle drive devices include a transmission that converts the rotational speed of the prime mover to an appropriate rotational speed to achieve a rotational speed suitable for driving the vehicle. The transmission includes a power transmission mechanism such as a gear, and fluid for performing such lubrication is contained in the transmission. Since this lubricating fluid has a high viscosity at low temperatures, it becomes a resistance of the moving part in the transmission, and increases the friction loss of the vehicle drive device. Therefore, the efficiency of the drive device can be improved by warming up the transmission at an early stage.
[0003]
As one of the transmissions, an automatic transmission in which a torque converter and a gear transmission are combined is known. In this automatic transmission, the working fluid that transmits power in the torque converter, the working fluid that controls the operation of the clutch and brake for selecting the gear position in the gear transmission, and the lubricating fluid are shared. Has been. The responsiveness of the operation of the clutch, brake, etc., and the characteristics of the friction material used for these, etc., have a problem that predetermined characteristics cannot be obtained when the fluid is at a low temperature.
[0004]
Thus, it is desirable in terms of efficiency to warm up the transmission early. In particular, in an automatic transmission, a working fluid for a torque converter, a working fluid such as a clutch, and a lubricating fluid are shared, and it has been desired to quickly warm this large amount of fluid to a normal temperature. For this purpose, for example, in JP-A-8-246873, when the internal combustion engine is operated last time, the warmed cooling water is stored, and the working fluid of the automatic transmission is warmed by the cooling water at the start. An apparatus is disclosed.
[0005]
[Problems to be solved by the invention]
As mentioned above, early warming up of the transmission contributes to improving the efficiency of the drive unit, but it is necessary to efficiently and appropriately control the early warming up including heat storage in consideration of the state of the transmission. There is.
[0006]
If the engine is warmed up too rapidly, variations in the temperature of each part of the transmission may occur, which may cause a problem in durability of each component such as a seal material. In addition, when the transmission is not so cold, there is a problem that it is useless to release all the stored heat. Alternatively, even when it is considered that early warm-up is not required at the next start, there is a problem that it is wasteful to store heat.
[0007]
The present invention has been made to solve the above-described problems, and provides an early warm-up device for a transmission that stores heat or dissipates heat according to the state in which the transmission is placed, that is, the state of the vehicle. Objective.
[0008]
[Means for Solving the Problems]
In order to solve the above-described problem, an early warming-up device for a transmission according to the present invention stores a high-temperature transmission fluid, and the stored transmission fluid when the transmission is cold. Fluid supply means for supplying to the machine, detection means for detecting a predetermined physical quantity indicating the state of the vehicle, and control means for changing the operation of the fluid supply means in accordance with the detected value of the physical quantity. Yes.
[0009]
For example, depending on the state of the vehicle, the total amount or flow rate of stored fluid discharge is controlled. By controlling the total amount, when the transmission is very cold, it discharges a lot of fluid to warm up, and when the transmission is not so cool, reduce the discharge amount and Fluid consumption is suppressed. Further, by controlling the flow rate, it is possible to prevent a high-temperature fluid from suddenly flowing into the transmission and to vary the temperature distribution in the transmission.
[0010]
Further, for example, the amount of fluid to be stored is controlled according to the state of the vehicle. By controlling the amount of saving according to the situation, it is possible to efficiently warm up early.
[0011]
The physical quantity indicating the state of the vehicle includes the current state such as the temperature difference between the stored fluid and the fluid in the transmission, the traveling speed of the vehicle, the temperature of the fluid in the transmission, the outside air temperature, and the like Can be the temperature of the fluid in the transmission at the start of the vehicle drive device under a predetermined condition in the past.
[0012]
The discharge flow rate of the high-temperature fluid is controlled by, for example, controlling the ratio of time taken to open the valve mechanism that intermittently opens and closes, or by continuously changing the opening amount of the variable orifice. Is achieved.
[0013]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention (hereinafter referred to as embodiments) will be described with reference to the drawings. FIG. 1 shows a schematic configuration of a vehicle drive device 10 according to the present embodiment. The vehicle drive device includes a liquid-cooled internal combustion engine 12 and a rotating electrical machine 14 as a prime mover. The power shafts of the internal combustion engine 12 and the rotating electrical machine 14 can be connected and disconnected by a clutch 16. The rotating electrical machine 14 functions as an electric motor by being supplied with electric power from a battery (not shown) when the output requested by the driver is low, that is, when the amount of operation of the accelerator is small, or when the internal combustion engine is running at low speed. And drive the vehicle. The rotating electrical machine 14 is driven by the inertia of the vehicle or the internal combustion engine 12 when the vehicle is braked or when the storage amount of the battery is reduced, and functions as a generator to charge the battery. For example, the clutch 16 is disconnected when the vehicle is driven only by the rotating electrical machine 14, and suppresses the occurrence of pump loss, friction loss, and the like of the internal combustion engine 12.
[0014]
The output of the internal combustion engine 12 or the rotating electrical machine 14 is sent to the automatic transmission 18. The automatic transmission 18 includes a fluid transmission mechanism, a transmission mechanism, and a control mechanism. In the present embodiment, the fluid transmission mechanism is the torque converter 20, and preferably has a direct connection function. The transmission mechanism is a gear transmission unit 22 including a plurality of planetary gear mechanisms, and the gear transmission unit 22 also includes a clutch and a brake that restrain the movement of each element of each planetary gear mechanism. These clutches and brakes are controlled by selective supply of working fluid from a fluid pressure control unit 24 as a control mechanism. The output of the gear transmission unit 22 is transmitted to the drive wheels by the propulsion shaft 26. The above-described direct coupling function of the torque converter 20 is achieved by providing a direct coupling clutch that mechanically couples the input and output of the torque converter without using a fluid.
[0015]
An auxiliary rotating electrical machine 30 is further coupled to the power shaft of the internal combustion engine 12 via a transmission mechanism 28. The transmission mechanism 28 may be an endless flexible member such as a belt or a chain or a gear train. The auxiliary rotating electrical machine 30 functions as a generator during operation of the internal combustion engine 12 and charges an auxiliary battery (not shown) that supplies electric power to the internal combustion engine auxiliary equipment and the electrical components of the vehicle. Supply power directly to products. Further, the auxiliary rotating electrical machine 30 functions as an electric motor by receiving electric power from the auxiliary battery when the internal combustion engine 12 is started.
[0016]
The coolant of the internal combustion engine 12 is formed by the internal combustion engine 12, the radiator 32, and the coolant pipe 34 connecting them, and flows in the cooling circuit. The heat generated in the internal combustion engine 12 is carried to the radiator 32 by the coolant, and is dissipated into the atmosphere from here.
[0017]
In the automatic transmission 18, a common fluid is used as the lubricating fluid for the entire transmission 18, the working fluid that mediates the power transmission of the torque converter 20, and the working fluid that operates the clutches and brakes in the gear transmission unit 22. It has been. Hereinafter, this fluid is referred to as ATF (Automatic Transmission Fluid). The ATF is supplied to each part of the automatic transmission 18 via the fluid pressure control unit 24 by an oil pump 36 built in the gear transmission unit 22. A part of the ATF is sent to the radiator 32 through the ATF pipe 38, where heat exchange is performed with the coolant, and the ATF is returned to the oil pan of the automatic transmission 18 again. This circuit is hereinafter referred to as a main circuit. The coolant is controlled at approximately 90 ° C., and when the ATF is overheated, the ATF is cooled in the radiator 32. When the internal combustion engine 12 is first warmed up, the ATF is heated in the radiator 32 by the coolant.
[0018]
The oil pump 36 is driven by the pump side of the torque converter 20, that is, by the internal combustion engine 12 or the rotating electrical machine 14. Therefore, when the vehicle drive device 10 is stopped, or when the vehicle is traveling only by the rotating electrical machine 14 and the vehicle is extremely low speed or stopped, there is a case where the discharge amount of the oil pump 36 cannot be secured sufficiently. . For such a case, the vehicle drive device 10 includes an electric auxiliary pump 40. The operation of the auxiliary pump 40 is controlled by a control unit described later according to the traveling state of the vehicle. Switching between the supply sources of the ATF pump 36 and the auxiliary pump 40 is achieved by a switching check ball mechanism 41. As shown in FIG. 2, the discharge sides of the ATF pump 36 and the auxiliary pump 40 are connected to a switching check ball mechanism 41. When ATF is supplied from one pump, the check ball operates so as to block the other supply hole by the pressure, thereby switching the supply source. The ATF that has passed through the switching check ball mechanism 41 is sent to the fluid pressure control unit 24 described above.
[0019]
A bypass pipe 42 is provided in the middle of the ATF pipe 38 so as to bypass the radiator 32, and a heat storage tank 44 is provided in the bypass pipe 42. Further, the heat storage tank 44 is provided with a heater 46, and if necessary, the ATF can be heated by the electric power from the battery. The ATF circuit composed of the bypass pipe 42 and the heat storage tank 44 is hereinafter referred to as a bypass circuit. Switching between the main circuit and the bypass circuit of the ATF is performed by switching valves 48 and 50. The heat storage tank 44 stores ATF that has become hot when the vehicle drive device 10 is in operation. Then, when the vehicle drive device 10 is started next time, the ATF maintained at a high temperature is released, and the automatic transmission 18 is warmed up earlier. Further, when the amount of stored heat is insufficient, the heater 46 can heat it.
[0020]
The running state of the vehicle including the driving state of the vehicle drive device 10 is detected by the output signals of various sensors provided in each part of the vehicle and the calculation of the control unit 52. The traveling speed of the vehicle is calculated by the control unit 52 based on an output signal of a vehicle speed sensor 54 provided on the propulsion shaft 26 or wheels. The temperature of the ATF representing the internal temperature of the automatic transmission 18 is calculated by the control unit 52 based on the output signal of the transmission temperature sensor 56 provided in the fluid pressure control unit 24. Further, the temperature of the ATF in the heat storage tank 44 is calculated by the control unit 52 based on the output signal of the tank temperature sensor 58 provided here.
[0021]
Further, an output signal from the shift position sensor 60 that detects the control range and control mode of the automatic transmission 18 selected by the shift lever or the like is also input to the control unit 52. The control range of the automatic transmission 18 is, for example, a D position where an appropriate gear is automatically selected from each forward gear, a two position where an appropriate gear is selected from a limited gear, an L position, and the like. is there. In addition, the N position for setting the gear transmission unit 22 in a neutral state where power is not transmitted, the R position for selecting reverse, and the P position for mechanically locking the output side of the gear transmission unit 22 to prevent the vehicle from moving. There is. Further, the present apparatus is provided with a manual shift mode in which the driver can select a gear position. In this mode, for example, when the driver operates a shift-up switch and a shift-down switch provided on the steering wheel, a shift operation is performed by changing the gear position one step to a higher side and a lower side, respectively.
[0022]
Further, an outside air temperature sensor 62 that measures the temperature of the environment where the vehicle is placed, that is, the so-called outside air temperature, is provided at a predetermined portion of the vehicle. Based on the output signal of the outside air temperature sensor 62, the control unit 52 calculates the outside air temperature.
[0023]
In addition, the temperature in the automatic transmission 18 when a predetermined time has elapsed after the vehicle drive device 10 has stopped operating is stored in the storage unit 64. This stored temperature is used to estimate the temperature at the next start. Further, a signal from an ignition switch 66 that controls starting and stopping of the vehicle drive device 10 is input to the control unit 52.
[0024]
FIG. 3 shows a flowchart relating to the early warm-up control of the automatic transmission. When the vehicle drive device 10 enters the start-permitted state, specifically, when the driver turns on the ignition switch 66, the control unit 52 processes an input signal from a sensor or the like (S100). Next, it is determined whether the warm ATF is stored in the heat storage tank 44 (S102). This determination is made based on the temperature of the ATF in the heat storage tank 44 detected by the tank temperature sensor 58. If this temperature is equal to or higher than the predetermined temperature, it is determined that the warm-up ATF is stored.
[0025]
If it is determined that the warm-up ATF is stored, it is determined whether a condition for releasing ATF is satisfied (S104). The ATF release condition is determined based on whether the ATF temperature in the transmission 22 detected by the transmission temperature sensor 56 is equal to or lower than a predetermined value and whether the vehicle is running or is about to start running. . If it is less than or equal to the predetermined value, it is determined that warm-up is necessary and that ATF release from the heat storage tank 44 is necessary. The vehicle speed sensor 54 can detect that the vehicle is running. In addition, the state of starting to travel can be determined by the shift position sensor 60 when the shift lever is at a position other than the P position, for example. The determination that the vehicle is running is the ATF release condition when the transmission efficiency of the transmission actually becomes a problem when the vehicle is running, and when the vehicle is stopped or immediately starts running This is because if the ATF is released when not, the stored heat amount may be wasted. When the ATF release condition is satisfied, information on a physical quantity indicating the state of the vehicle is captured (S106). A specific example of this physical quantity will be described later. Based on the acquired physical quantity, the current state of the vehicle is determined, and in accordance with this, the ATF release method, that is, the total release quantity and the flow rate are determined (S108). The switching valves 48 and 50 are controlled based on the determined release method, and warm ATF is discharged from the heat storage tank 44 to the automatic transmission 18.
[0026]
If it is determined in step S102 that warm ATF is not stored in the heat storage tank 44, the early warm-up control is not performed. If the ATF release condition is not satisfied in step S104, the ATF in the heat storage tank 44 is not released and is held as it is (S112). Thus, the ATF to be released at that time is held until the traveling when warm-up is required. In the present embodiment, as described above, the ATF release condition is that the temperature of the automatic transmission is low. Therefore, the fact that this condition is not satisfied means that the temperature of the automatic transmission is sufficiently high and early There is no need for warm-up. In such a case, the warm-up ATF is not released, and it is preserved in preparation for the next start-up.
[0027]
Next, the physical quantity indicating the vehicle state acquired in step S106, the total amount of ATF emission controlled based on the value of the physical quantity, and the flow rate will be described.
[0028]
The physical quantity indicating the vehicle state can be a difference between the temperature in the heat storage tank 44 and the temperature in the automatic transmission 18. Specifically, it is the difference in temperature detected by the tank temperature sensor 58 and the transmission temperature sensor 56. When this temperature difference is large, the ATF discharge flow rate is decreased. Alternatively, the larger the temperature difference, the smaller the ATF discharge flow rate. As a result, it is possible to prevent the temperature variation of each part of the automatic transmission 18 caused by the rapid introduction of the high-temperature ATF having a large temperature difference into the automatic transmission 18.
[0029]
Further, the physical quantity indicating the state of the vehicle can be the temperature in the automatic transmission 18. This temperature is detected by the transmission temperature sensor 56 as described above. When this temperature is low, the ATF discharge flow rate is reduced. Alternatively, the lower the temperature, the lower the ATF discharge flow rate. It is presumed that the temperature difference in the automatic transmission 18 is lower when the temperature in the automatic transmission 18 is lower, and when the temperature is low, the temperature variation of each part caused by the introduction of the high temperature ATF can be reduced. . Also, when this temperature is relatively high, the total amount released can be reduced, or the higher the temperature, the lower the total amount. According to this, it is possible to prevent more than the amount necessary for warming up from being released, and to preserve the rest at the next start-up.
[0030]
Further, the physical quantity indicating the state of the vehicle can be the outside air temperature. It is estimated that the temperature of the automatic transmission 18 is lower as the outside air temperature is lower. The outside air temperature can be detected by the outside air temperature sensor 62. When this temperature is low, the ATF discharge flow rate is reduced. Alternatively, the lower the temperature, the lower the ATF discharge flow rate. It is presumed that the temperature difference in the automatic transmission 18 is lower when the temperature in the automatic transmission 18 is lower, and when the temperature is low, the temperature variation of each part caused by the introduction of the high temperature ATF can be reduced. . Also, when this temperature is relatively high, the total amount released can be reduced, or the higher the temperature, the lower the total amount. According to this, it is possible to prevent more than the amount necessary for warming up from being released, and to preserve the rest at the next start-up.
[0031]
In addition, a physical quantity indicating the state quantity of the vehicle can be used as the traveling speed of the vehicle. The traveling speed can be detected by the vehicle speed sensor 54. When the speed is high, the ATF discharge flow rate can be increased. Alternatively, the higher the speed, the greater the flow rate. This is because if the speed is high, the ATF is agitated in the automatic transmission 18 and the occurrence of variations in the temperature of each part in the transmission is considered to be reduced. Further, since the vehicle has actually started running, it is necessary to set the early transmission to the normal temperature.
[0032]
Further, the state of the vehicle can be determined by each physical quantity alone as described above, or can be determined by combining several.
[0033]
FIG. 4 shows an example of the temporal change in the total amount of ATF released stored in the heat storage tank 44. When it is determined that there is no need to limit the discharge flow rate, in the case of the broken line a, the ATF is controlled to flow through the bypass circuit until the switching valves 48 and 50 release all the ATF in the heat storage tank 44. . When it is determined to reduce the flow rate, the switching valves 48 and 50 alternately switch the ATF flow between the bypass circuit and the main circuit to reduce the average ATF discharge flow rate. In other words, the switching valves 48 and 50 are controlled so that the ATF flows through the bypass circuit in the section represented by the oblique lines in the broken lines b and c. On the other hand, in the section represented by a flat line, the switching valves 48 and 50 are controlled such that the ATF flows through the main circuit.
[0034]
The switching valves 48 and 50 may be variable orifices that can continuously change the opening amount. In this case, the total emission amount does not change stepwise as shown in FIG. 4, but can be increased with a constant slope as shown in FIG. In FIG. 5, the broken line a is the same as that of FIG. 4, and is a case where the flow rate is not limited. The broken lines d and e are the cases where the flow rate is restricted, and the broken lines e show the case where the flow rate is more restricted.
[0035]
FIG. 6 shows a flowchart regarding control during heat storage. When a predetermined condition is satisfied when the vehicle drive device 10 is stopped, high temperature ATF is stored in the heat storage tank 44. First, it is determined whether there is a warm ATF in the heat storage tank 44, that is, whether heat is stored (S120). This can be determined based on the temperature detected by the tank temperature sensor 58. If a sufficiently high temperature ATF is stored, it is not necessary to store a high temperature ATF again. If the heat is not stored, it is further determined whether the outside air temperature is equal to or lower than a predetermined value (S122). When the outside air temperature is sufficiently high, it is considered that the temperature of the automatic transmission 18 does not decrease so as to become a problem even at the next start, so heat storage is not performed. If the outside air temperature is equal to or lower than the predetermined value, it is further determined whether the temperature detected by the transmission temperature sensor 56, that is, the ATF temperature in the automatic transmission 18 is equal to or higher than the predetermined value (S124). If the ATF temperature is low, even if it is stored in the heat storage tank 44, it is not useful for warming up at the next start-up, so heat storage is not performed in such a case.
[0036]
If the ATF temperature is sufficiently high, the necessity of early warm-up at the next start is estimated. Specifically, the estimation is performed based on how many times the temperature of the automatic transmission 18 has been at the start of the past predetermined condition. The past predetermined condition is, for example, an automatic transmission at the time of starting when the vehicle drive device 10 is stopped (that is, the ignition key is turned off) for 5 hours or longer after the vehicle driving device 10 is started, for example, within one week from the present. 18 temperatures. Thus, it is estimated whether there is a possibility that the automatic transmission 18 needs to be warmed up early at the next start. Specifically, it is determined whether the temperature of the automatic transmission 18 at the time of the past start is equal to or higher than a predetermined value (S126). If it is equal to or greater than the predetermined value, it is determined that the temperature of the automatic transmission 18 is not so low at the time of next start and the early warm-up is not required, and heat storage is not performed.
[0037]
In step S126, if the temperature is not equal to or higher than the predetermined value, the switching valves 48 and 50 are controlled so that the ATF flows through the bypass circuit. Further, the electric auxiliary pump 40 is driven, whereby the high temperature ATF in the automatic transmission 18 is sent to the heat storage tank 44 (S128). In addition, the ATF can be sent to the heat storage tank 44 by driving the rotating electrical machine 14 and driving the oil pump 36 instead of driving the auxiliary pump.
[0038]
The amount of ATF sent to the heat storage tank 44 can be changed according to the temperature of the ATF in the automatic transmission 18, as shown in FIG. As described above, if the ATF temperature in the automatic transmission 18 is lower than a predetermined value (hereinafter referred to as T1), heat storage is not performed. If the ATF temperature is equal to or higher than a predetermined value T1 and equal to or lower than a second predetermined value T2, which is higher than the predetermined value T1, ATF corresponding to the capacity of the heat storage tank 44 is fed. When the ATF temperature is higher than the predetermined value T2, the ATF delivery amount is decreased. As a result, the amount of ATF sent to and stored in the heat storage tank 44 after turning off the ignition switch changes with time as shown in FIG. A broken line f indicates a case where ATF with a full capacity of the heat storage tank 44 is stored, a broken line g indicates half of the capacity, and a broken line h indicates a case where a smaller amount of ATF is stored. Line i shows a case where the ATF is not stored after the ignition switch is turned off. As a result, a necessary amount of heat necessary for early warm-up is ensured, electric power for driving the auxiliary pump 40 or the rotating electrical machine 14 is suppressed, and a decrease in the amount of battery charge is suppressed.
[0039]
FIG. 9 is a schematic view of a vehicle drive device 100 having another configuration. This device has the same configuration except for the vehicle drive device 10 and the ATF piping system described above, and the same reference numerals are given and description thereof is omitted. The configuration of the sensor and the control signal is the same as that of the above-described device except for the control of the switching valve, and illustration and description thereof are omitted.
[0040]
The ATF pipe 138 forms a main circuit that circulates between the automatic transmission 18 and the radiator 32. The ATF flows through this main circuit while the vehicle drive device 100 is operating in a normal state. First to third switching valves 148, 166, 150 are arranged in the main circuit. A bypass pipe 142 is provided between the first switching valve 148 and the third switching valve 150, and a fourth switching valve 168 is provided in the bypass pipe 142. The bypass pipe 142 forms a bypass circuit in which the ATF sent from the automatic transmission 18 returns to the automatic transmission 18 without passing through the radiator 32, the heat storage tank 44, or the like. An inlet pipe 170 is provided between the second switching valve 166 and the heat storage tank 44. A first outlet pipe 172 is provided between the ATF pipe 138 connecting the first switching valve 166 and the radiator 32 and the heat storage tank 44. Further, a second outlet pipe 174 is provided between the heat storage tank 44 and the fourth switching valve 168.
[0041]
When the vehicle drive device 100 is just started and the internal combustion engine 12 is not warmed up sufficiently, when the warm ATF is not stored in the heat storage tank 44, the first, third and fourth switching valves 148, 150, 168 is controlled so that the ATF flows as indicated by the arrow A in FIG. Whether the internal combustion engine 12 is sufficiently warmed up can be determined, for example, based on the temperature of the coolant. Further, whether or not the heat is stored in the heat storage tank 44 can be determined based on the temperature detected by the tank temperature sensor, similarly to the vehicle drive device 10.
[0042]
When warm ATF is stored in the heat storage tank 44, each switching valve is controlled during early warm-up, and the ATF flows through the inlet circuit 170 from the second switching valve 166 as shown by an arrow B in the drawing. The heat storage tank 44 is then flowed from here through the second outlet circuit 174, and from the fourth switching valve 168 through the bypass pipe 142 and returned to the automatic transmission 18.
[0043]
When heat storage is performed, the ATF is guided to the inlet circuit 170 by the second switching valve 166, and the ATF is caused to flow to the first outlet circuit 172 by stopping the outflow from the second outlet circuit 174 by the fourth switching valve 168. Like that. At this time, the ATF flows as indicated by an arrow C in the figure. In this case, the ATF that has passed through the heat storage tank 44 is sent to the radiator 32 where it is cooled. Therefore, even if the vehicle drive device 100 is in operation and the automatic transmission 18 is in an overheated state, Can do. When a sufficiently high temperature ATF is stored in the heat storage tank, the first switching valve 166 is controlled so that the ATF flows through the main circuit, that is, the ATF pipe 138. When heat storage is performed after the vehicle is stopped, each switching valve is controlled so that the ATF flows as indicated by an arrow B, and the ATF pump 36 is driven by the auxiliary pump 40 or the rotating electrical machine 14 to store the high temperature ATF. Send to tank 44.
[0044]
Also in the vehicle drive device 100, ATF release from the heat storage tank 44 during early warm-up can be performed in the same manner as the vehicle drive device 10 described above. However, in the present apparatus 100, when ATF is intermittently released from the heat storage tank 44, the ATF flows not through the main circuit but through the bypass circuit indicated by the arrow A in a section where the ATF is not released from the heat storage tank 44. It is preferable. Thereby, a circuit is shortened and it can prevent taking heat. In addition, it is preferable to store heat when the ATF temperature is high, rather than after the vehicle drive device 100 stops.
[0045]
As described above, early warm-up can be performed without wasting warm ATF by changing the total amount of warm ATF released according to the state of the vehicle. Further, by changing the flow rate of ATF discharge according to the state of the vehicle, it is possible to prevent the temperature of each part of the automatic transmission 18 from varying.
[0046]
Further, a member having a high specific heat can be disposed in the heat storage tank, and heat can be transferred between the member and the ATF to store the heat. Furthermore, in the present embodiment, the hybrid drive device having a plurality of types of prime movers has been described. However, the present invention can also be applied to a transmission of a drive device in which only the internal combustion engine is a prime mover. Further, the present invention is applied to a transmission other than a transmission combining a torque converter and a gear transmission having a planetary gear mechanism, for example, a transmission capable of continuously changing a transmission ratio by combining a pulley and an endless flexible member. It is also possible.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram of a vehicle drive device according to an embodiment.
FIG. 2 is an explanatory diagram for switching a pump for supplying ATF.
FIG. 3 is a control flowchart relating to the release of warm-up ATF.
FIG. 4 is a diagram showing a change with time in the total amount of ATF released, and particularly a diagram showing a case where warm-up ATF is intermittently released.
FIG. 5 is a diagram showing a change over time in the total amount of ATF released, and particularly a diagram showing a case where the flow rate is continuously changed.
FIG. 6 is a control flowchart related to saving of warm-up ATF.
FIG. 7 is a diagram showing the relationship between the ATF temperature sent to the heat storage tank and the delivery amount when storing heat.
FIG. 8 is a diagram showing a change over time in the amount of ATF saved.
FIG. 9 is a schematic configuration diagram of a vehicle drive device according to another embodiment.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 10,100 Vehicle drive device, 12 Internal combustion engine, 14 Rotary electric machine, 18 Automatic transmission, 20 Torque converter, 22 Gear transmission part, 24 Fluid pressure control part, 32 Radiator, 36 Oil pump, 38,138 ATF piping, 40 Auxiliary pump, 42, 142 Bypass piping, 44 Heat storage tank, 48, 50 Switching valve, 52 Control unit, 54 Vehicle speed sensor, 56 Transmission temperature sensor, 58 Tank temperature sensor, 60 Shift position sensor, 62 Outside air temperature sensor, 64 Memory part.

Claims (11)

A device for quickly warming up a transmission of a vehicle drive device,
Fluid supply means for storing high temperature transmission fluid and supplying the stored transmission fluid to the transmission when the transmission is cold;
A temperature difference calculating means for calculating a temperature difference between the stored transmission fluid and the transmission fluid in the transmission;
Control means for controlling the fluid supply means so as to decrease the discharge flow rate of the transmission fluid when the temperature difference of the transmission fluid is large or larger,
An early warm-up device for a transmission having A device for quickly warming up a transmission of a vehicle drive device,
Fluid supply means for storing high temperature transmission fluid and supplying the stored transmission fluid to the transmission when the transmission is cold;
Traveling speed detection means for detecting the traveling speed of the vehicle;
Control means for controlling the fluid supply means to increase the discharge flow rate of the fluid for transmission when the traveling speed of the vehicle is higher or higher;
An early warm-up device for a transmission having A device for quickly warming up a transmission of a vehicle drive device,
Fluid supply means for storing high temperature transmission fluid and supplying the stored transmission fluid to the transmission when the transmission is cold;
A transmission temperature detection means for detecting the temperature in the transmission;
Control means for controlling the fluid supply means so as to decrease the discharge flow rate of the fluid for the transmission when the temperature in the transmission is lower or lower.
An early warm-up device for a transmission having A device for quickly warming up a transmission of a vehicle drive device,
Fluid supply means for storing high temperature transmission fluid and supplying the stored transmission fluid to the transmission when the transmission is cold;
An outside air temperature detecting means for detecting the outside air temperature;
Control means for controlling the fluid supply means so as to reduce the discharge flow rate of the fluid for transmission when the temperature of the outside air is lower or lower,
An early warm-up device for a transmission having A device for quickly warming up a transmission of a vehicle drive device,
Fluid supply means for storing high temperature transmission fluid and supplying the stored transmission fluid to the transmission when the transmission is cold;
An outside air temperature detecting means for detecting the outside air temperature;
Control means for controlling the fluid supply means so that the total discharge amount of the transmission fluid is reduced when the temperature of the outside air is higher or higher.
An early warm-up device for a transmission having An early warm-up device for a transmission according to any one of claims 1 to 4,
The control means includes a valve that operates in two states of fully open and fully closed, and controls the discharge flow rate by intermittently opening and closing the valve.
An early warm-up device for transmissions. An early warm-up device for a transmission according to any one of claims 1 to 4,
The control means includes a variable orifice whose opening amount changes continuously, and controls the flow rate by controlling the opening amount.
An early warm-up device for transmissions. A device for quickly warming up a transmission of a vehicle drive device,
Fluid supply means for storing high temperature transmission fluid and supplying the stored transmission fluid to the transmission when the transmission is cold;
A fluid temperature detection means in the transmission for detecting the temperature of the transmission fluid in the transmission; and
Control means for controlling the fluid supply means so as to store the fluid for shifting when the temperature of the transmission fluid in the transmission is equal to or higher than a first temperature;
An early warm-up device for a transmission having An early warm-up device for a transmission according to claim 8,
The control means reduces the amount of transmission fluid stored when the temperature of the transmission fluid in the transmission is equal to or higher than a second temperature higher than the first temperature;
An early warm-up device for transmissions. A device for quickly warming up a transmission of a vehicle drive device,
Fluid supply means for storing high temperature transmission fluid and supplying the stored transmission fluid to the transmission when the transmission is cold;
Means for estimating the temperature of the transmission fluid in the transmission at the next start based on the temperature of the transmission fluid in the transmission at the past startup of the vehicle drive device;
Control means for controlling the fluid supply means to store a fluid for transmission when the estimated temperature is equal to or lower than a predetermined temperature;
An early warm-up device for a transmission having An early warm-up device for a transmission according to claim 10,
The past start time is a time when the vehicle drive device is started after the lapse of 5 hours or more from the stop within the past one week,
An early warm-up device for transmissions.

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