JP6507938B2 - Hydraulic control system of automatic transmission for vehicle - Google Patents

Description

  The present invention relates to a hydraulic control device for an automatic transmission for a vehicle, and relates to a cooling technology of a hydraulic friction engagement device that generates heat during engine stop control during decelerating travel.

  Engine stop control during deceleration running that temporarily stops the engine when a predetermined condition is satisfied during deceleration running, for example, in what is called deceleration S & S (stop & start) control or deceleration eco-run control etc., used for automatic transmission When the temperature of the hydraulic friction engagement device exceeds the preset threshold value, the automatic stop of the engine during decelerating travel is canceled, and the amount of lubricating oil from the oil pump driven by the engine is increased. A control device is known which cools the frictional engagement device accordingly. For example, the hydraulic control device of the automatic transmission for vehicles described in Patent Document 1 is one example.

  In Patent Document 1, the temperature of the friction engagement device is estimated, and the time for permitting the automatic stop of the engine is determined to provide a limitation on the temperature rise of the friction engagement device, and further, the automatic stop of the engine is constant. A technique for preventing temperature rise of the friction engagement device by prohibiting time is disclosed.

JP, 2010-38225, A

  In the engine stop control during decelerating travel where the engine is temporarily stopped when a predetermined condition is satisfied during decelerating travel, the temperature rise of the friction engagement device may continue. In particular, in control that is also intended to enhance drivability called deceleration S & S slip control, the friction engagement device is made half engagement during automatic stop of the engine prior to full engagement of the friction engagement device by reacceleration operation. As a result, the temperature of the friction engagement device is raised by the half engagement of the friction engagement device. In a vehicle in which lubricating oil is fed by an engine-driven oil pump and the frictional engagement device is cooled by a lubricating oil, as in the vehicle described in Patent Document 1, the engine is driven for a relatively long time at a predetermined vehicle speed or higher. There is a possibility that the fuel consumption may be deteriorated by the increase of the driving time of the engine for cooling the friction engagement device.

  The present invention has been made against the background described above, and an object of the present invention is to provide an engine drive implemented to reduce the temperature rise of the frictional engagement device in the automatic stop of the engine while the vehicle is traveling. It is an object of the present invention to provide a hydraulic control system of an automatic transmission for a vehicle which can reduce the time of the vehicle and thereby improve the fuel consumption.

It is an aspect of the present invention, an oil pump driven by the engine, have a plurality of hydraulic frictional engagement devices controlled as source pressure lubricating oil discharged from the oil pump, the plurality of An automatic transmission in which a gear is selectively formed by engagement of a predetermined friction engagement device of hydraulic friction engagement devices, and a cooling device for cooling a portion of lubricating oil to be returned to the oil pump A hydraulic control device for an automatic transmission for a vehicle that executes engine stop control during deceleration traveling to temporarily stop the engine when a predetermined condition is satisfied during deceleration traveling, during execution of the engine stop control during traveling, when the heat generation amount of the friction engagement device before Kisho constant is equal to or greater than the predetermined value, in addition to the increase of the lubricating oil supply amount of the re-activation of the engine, the Cooling equipment The lubricating oil after cooling in providing the cooling lubricant supply means for increasing the supply amount supplied to the predetermined friction engagement device from.

In this way, during the execution of the deceleration in the engine stop control, when the heating value of the predetermined friction engagement device is equal to or greater than the predetermined value, the engine by cooling the lubricating oil supply means In addition to the increase in lubricating oil supply amount due to reactivation, the supply amount for supplying the cooled lubricating oil from the cooling device to the predetermined frictional engagement device is increased. Therefore, the amount of lubricating oil after cooling supplied from the cooling device to the predetermined hydraulic friction engagement device is increased, whereby the cooling of the predetermined hydraulic friction engagement device is accelerated, and the engine during the vehicle deceleration travel The return to the stop is accelerated. As a result, since the stop time of the engine during the decelerating travel of the vehicle increases, the fuel consumption can be improved.

FIG. 1 is a skeleton view illustrating the configuration of an automatic transmission provided in a vehicle to which the present invention is applied. It is an operation table | surface explaining the combination of the action | operation of the friction engagement apparatus at the time of establishing the several gear stage of the automatic transmission of FIG. It is a block diagram explaining the principal part of the electrical control system provided in the vehicle in order to control the automatic transmission of FIG. 1, etc. FIG. 4 is a circuit diagram of a linear solenoid valve for switching an oil path from a lubricating oil cooling device in the hydraulic control circuit of FIG. 3 and a linear solenoid valve for controlling the operation of each hydraulic actuator of a clutch and a brake. It is a block diagram explaining the principal part of the control function which concerns on the deceleration S & S slip control by the electronic control unit 50 of FIG. It is an example of the map which is beforehand memorize | stored in the threshold value determination part of FIG. 5, and which shows the emitted-heat amount with respect to presumed pressure and a differential rotational speed. It is an example of the map which is beforehand stored in the threshold value setting part of FIG. 5 and which shows the change of the threshold value with respect to oil temperature. It is an example of the map which is beforehand stored in the threshold value setting part of FIG. 5 and which shows the change of the threshold value with respect to the vehicle speed. Lubrication when the heat generation amount at the frictional engagement portion exceeds the threshold value during deceleration S & S slip control according to the main part of the electrical control system of FIG. 3, the hydraulic control circuit of FIG. 4 and the main part of the control function of FIG. It is a flowchart explaining control of oil quantity. Lubricating oil when the heat generation amount at the frictional engagement portion exceeds the threshold value during deceleration S & S control according to the main part of the electrical control system of FIG. 3, the hydraulic control circuit of FIG. 4 and the main part of the control function of FIG. It is a flowchart explaining control of quantity.

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

  FIG. 1 is a skeleton view illustrating the configuration of an automatic transmission 12 provided in a vehicle 10 to which the present invention is applied. FIG. 2 is an operation table for explaining the operating state of the friction engagement device when a plurality of gear stages of the automatic transmission 12 are established. The automatic transmission 12 is suitably used for an FF vehicle mounted in the left-right direction (laterally mounted) of the vehicle 10, and is a transaxle case 14 (hereinafter referred to as the case 14) as a non-rotational member attached to the vehicle body. In the inside, the first transmission portion 18 mainly composed of the single pinion type first planetary gear device 16, the double pinion type second planetary gear device 20, and the single pinion type third planetary gear device 22 are mainly used. And the second transmission unit 24 configured in a Ravigneaux type on a common axial center C, and the rotation of the input shaft 26 is shifted and output from the output gear 28. The input shaft 26 corresponds to an input rotary member of the automatic transmission 12, and in this embodiment, a turbine shaft of a torque converter 32 as a fluid transmission device rotationally driven by the engine 30 which is a driving power source for traveling. It is configured integrally with. Further, the output gear 28 corresponds to an output rotating member of the automatic transmission 12, and in this embodiment, meshes with the differential ring gear 35 to transmit power to the differential gear device 34 shown in FIG. 3, for example. And a counter driven gear coaxially arranged with the differential drive pinion constituting the final gear pair and functioning as a counter drive gear constituting the counter gear pair. In the automatic transmission 12 and the like configured as described above, the output of the engine 30 is the power transmission system 11 for the vehicle including the torque converter 32, the automatic transmission 12, the differential gear device 34, and the pair of axles 36 and the like. Are sequentially transmitted to the left and right drive wheels 38 (see FIG. 3). The automatic transmission 12 and the torque converter 32 are configured substantially symmetrically with respect to a center line (axial center) C, and the lower half of the axial center C is omitted in the skeleton view of FIG. 1.

  The torque converter 32 includes a pump impeller 32p coupled to the crankshaft 31 of the engine 30, a turbine impeller 32t coupled to the automatic transmission 12 via a turbine shaft (corresponding to the input shaft 26) of the torque converter 32, and A stator wheel 32s is prevented from rotating in one direction by a one-way clutch, and power is transmitted via a fluid between the pump wheel 32p and the turbine wheel 32t. That is, in the torque converter 32 of this embodiment, the pump impeller 32p corresponds to the input rotary member, and the turbine wheel 32t corresponds to the output rotary member, and the power of the engine 30 to the automatic transmission 12 side via fluid. It is transmitted. Further, between the pump impeller 32p and the turbine impeller 32t, a lockup clutch 33 capable of direct coupling between them, that is, between input and output members of the torque converter 32 is provided. In addition, the pump impeller 32p is controlled by the shift control of the automatic transmission 12, the operation of the lockup clutch 33, or the lubricating oil pressure serving as the original pressure for supplying lubricating oil to each part of the engine A mechanical oil pump 40 generated by being rotationally driven by 30 is connected.

  Automatic transmission 12 is selected depending on the combination of any one of the rotating elements (sun gears S1 to S3, carriers CA1 to CA3 and ring gears R1 to R3) of first transmission unit 18 and second transmission unit 24. Six forward gears (forward gear) of first gear "1st" to sixth gear "6th" are established, and a reverse gear (reverse gear) of reverse gear "R" is established. Be As shown in FIG. 2, for example, in the forward gear, the first gear is engaged with the clutch C1 and the brake B2, and the second gear is engaged with the clutch C1 with the clutch C1 and the brake B1. The third gear is engaged with the brake B3, the fourth gear is engaged with the clutch C1 and the clutch C2, and the fifth gear is engaged with the clutch C2 and the brake B3. The sixth gear is established by engagement of the brake B1 and the brake B1. Further, the reverse gear is established by the engagement of the brake B2 and the brake B3, and the clutch C1, C2 and the brakes B1 to B3 are all released to be in the neutral state.

  The operation table in FIG. 2 summarizes the relationship between the above-mentioned gears and the operating states of the clutches C1 and C2 and the brakes B1 to B3. "O" indicates engagement, "O" indicates engine braking only It represents engagement. Since the one-way clutch F1 is provided in parallel with the brake B2 for establishing the first gear "1st", it is not necessary to engage the brake B2 at the time of start (acceleration). That is, at the time of start, only the clutch C1 needs to be engaged, and the clutch C1 functions as a start clutch. Further, neutral control is performed to set the clutch C1 in a slip state or release state to stop the power transmission path between the engine 30 and the drive wheels 38 when stopping the vehicle, and automatically stop the engine while the vehicle is decelerating. At the time of return from a control called deceleration S & S and deceleration S & S slip control, and during deceleration S & S slip control, this clutch C1 is slipped, that is, half engaged.

  The clutches C1 and C2 and the brakes B1 to B3 (hereinafter referred to simply as the clutch C and the brake B unless otherwise specified) are engaged and controlled by a hydraulic actuator such as a multi-disc clutch or brake, for example. The hydraulic friction engagement device transmits the power of the drive wheel to the drive wheel 38 side. Then, the engagement and release states of the respective clutches C and brakes B are switched by excitation and non-excitation of the linear solenoid valves SL1 to SL5 (see FIGS. 3 and 4) in the hydraulic control circuit 110 and current control, and , Transient engagement hydraulic pressure at the time of release, etc. are controlled. Further, the accumulation of the hydraulic pressure in the accumulator ACM and the supply of the hydraulic pressure from the accumulator ACM to the respective hydraulic friction engagement devices are switched by excitation and non-excitation of the on / off solenoid valve SV1 and current control.

  FIG. 3 is a block diagram for explaining the main part of an electrical control system provided in the vehicle 10 in order to control the engine 30, the automatic transmission 12, and the like. In FIG. 3, the vehicle 10 is controlled to stop the engine during deceleration, for example, to temporarily stop the engine when a predetermined condition is established during deceleration, for example, deceleration S & S control to stop the engine during deceleration. An electronic control unit 50 is provided which performs control related to deceleration S & S slip control or the like for stopping the engine while decelerating and stopping the clutch C1 to be half engaged (slip). The electronic control unit 50 includes, for example, a so-called microcomputer including a CPU, a RAM, a ROM, an input / output interface and the like, and the CPU is a program stored in advance in the ROM while utilizing a temporary storage function of the RAM. By performing signal processing in accordance with the above, various controls of the vehicle 10 are executed. For example, the electronic control unit 50 is adapted to execute output control of the engine 30 and shift control of the automatic transmission 12, and for engine control of the engine control and shift control of the automatic transmission 12 as necessary. Divided into hydraulic control devices etc. Further, the accumulation of the hydraulic pressure in the accumulator ACM and the supply of the hydraulic pressure from the accumulator ACM to the respective hydraulic friction engagement devices are switched by excitation and non-excitation of the on / off solenoid valve SV1 and current control.

In the electronic control unit 50, for example, a signal representing the lubricating oil temperature T _OIL which is the temperature of the lubricating oil (for example, known ATF) in the hydraulic control circuit 110 detected by the lubricating oil temperature sensor 52 A signal representing an accelerator opening degree Acc which is an operation amount of the accelerator pedal 56 as a request amount (driver request amount) for the vehicle 10 by the detected driver, a rotational speed of the engine 30 detected by the engine rotational speed sensor 58 a signal indicative of the engine rotation speed N _E, a signal representing the cooling water temperature T _W of the engine 30 detected by a coolant temperature sensor 60, a signal representing the intake air quantity Q / N of the engine 30 detected by an intake air amount sensor 62, signal representing the throttle valve opening theta _TH is a degree of opening of the electronic throttle valve detected by the throttle valve opening sensor 64 Signal representative of the output speed N _OUT is the rotational speed of the output gear 28 corresponding to the vehicle speed V detected by the vehicle speed sensor 66, in a foot brake operation is a service brake, which is detected by a brake switch 68 (in depressing) signal representing the operation (brake oN) B _oN of a foot brake pedal 70 showing a lever position (operating position, shift position) of a shift lever 74 detected by a lever position sensor 72 signals representative of P _SH, the turbine rotational speed sensor 76 A signal or the like representing a turbine rotational speed N _T (that is, an input rotational speed N _IN which is the rotational speed of the input shaft 26) which is the rotational speed of the turbine shaft of the torque converter 32 detected by

Further, the electronic control unit 50, for example, as an engine output control command signal S _E for the output control of the engine 30, driving signals to a throttle actuator for controlling the opening and closing of the electronic throttle valve in accordance with the accelerator opening Acc An injection signal for controlling the fuel injection amount injected from the fuel injection device, an ignition timing signal for controlling the ignition timing of the engine 30 by the igniter, and the like are output. Further, for example, as a hydraulic control command signal S _P output for shift control of the automatic transmission 12, in order to switch the gear stage of the automatic transmission 12 excitation of the linear solenoid valve SL1~SL5 the hydraulic control circuit 110, de-energized such valve command signals for controlling the (hydraulic pressure command signal, oil pressure command value, the drive signal) or a hydraulic command signal to the linear solenoid valve SLT for Gosuru the regulation control such as the first line pressure P _L1, and the deceleration S & S slip An on-off solenoid valve SLv that drives a lubricant flow control valve 132 for increasing the amount of lubricating oil supplied to the clutch C1 when it is determined that the calorific value of the clutch C1 is greater than or equal to a predetermined value during control. And a hydraulic pressure command signal SL or the like to the hydraulic pressure control circuit 110.

  Further, the shift lever 74 is disposed, for example, in the vicinity of the driver's seat, and as shown in FIG. 3, the five lever positions “P”, “R”, “N”, “D” or “S” are manually operated. It is supposed to be operated.

  The "P" position (range) releases the power transmission path in the automatic transmission 12, ie, in the neutral state (neutral state) where the power transmission in the automatic transmission 12 is interrupted, and mechanically outputs the output gear by the mechanical parking mechanism. It is a parking position (position) for blocking (locking) 28 rotations. Further, the “R” position is a reverse travel position (position) to reversely rotate the output gear 28 of the automatic transmission 12. Further, the “N” position is a neutral position (position) for establishing a neutral state in which power transmission in the automatic transmission 12 is interrupted. Also, the “D” position is a shift range (D range) that allows the shift of the automatic transmission 12 to automatically shift using all forward gear stages of the first gear “1st” to the sixth gear “6th”. It is a forward travel position (position) for performing control. Also, the "S" position is a forward travel position (position) where manual shifting can be performed by switching between multiple types of shift ranges that limit the change range of the gear, that is, multiple types of shift ranges with different high gear speeds. is there.

  The above-mentioned "D" position is an automatic transmission mode which is a control mode in which automatic transmission control is executed in the range of the first gear to the sixth gear as shown in FIG. It is also a lever position to be selected, and the "S" position is automatic shift control performed within the range not exceeding the highest speed gear of each shift range of the automatic transmission 12 and the shift changed by the manual operation of the shift lever 74 It is also a lever position for selecting a manual transmission mode, which is a control mode in which manual transmission control is performed based on a range (i.e., highest speed gear).

  In the above embodiment, the shift lever 74 is operated to the “S” position to set the shift range on the highest speed side (shift range fixed). However, based on the operation of the shift lever 74 The gear position (gear position) may be designated (gear position fixed). In this case, the automatic transmission 12 executes shift control so that the desired gear corresponding to the manual shift operation is performed each time the manual shift operation is performed.

  FIG. 4 illustrates the hydraulic pressure to the linear solenoid valves SL1 to SL5 that control the operation of the hydraulic actuators (hydraulic cylinders) ACT1 to ACT5 of the clutches C1 and C2 and the brakes B1 to B3 in the hydraulic control circuit 110, and the hydraulic pressure to the accumulator ACM. The main part of the hydraulic control circuit related to the on / off solenoid valve SV1 to be controlled, and the amount of lubricating oil supplied to the clutch C1 when it is determined that the calorific value of the clutch C1 is equal to or greater than a predetermined value during deceleration S & S slip control. The lubricant flow control valve 132 for increasing the pressure, the on / off solenoid valve SLv for driving it, the oil cooler 128 for cooling the lubricating oil, and the torque converter hydraulic control circuit 130 interposed in the oil passage supplying the lubricating oil FIG.

4, the hydraulic pressure supply device 112, the hydraulic pressure generated from the mechanical oil pump 40 that is driven to rotate (see FIG. 1) by the engine 30 of the relief valve type pressure the first line pressure P _L1 tone as the original pressure primary a regulator valve (first pressure regulating valve) 114, and the primary regulator relief valve type secondary regulator valve to the oil pressure discharged from the valve 114 presses the second line pressure P _L2 tone as source pressure (the second pressure regulating valve) 116, Since the first line oil pressure _PL1 and the second line oil pressure _PL2 are adjusted according to the engine load and the like represented by the throttle valve opening θ _TH and the intake air amount Q / N, etc., the primary regulator valve 114 and the secondary a linear solenoid valve SLT supplies a signal pressure _{P SLT} to the regulator valve 116, first And a pressure reducing valve type modulator valve 118 for pressurizing regulates the modulator pressure P _M at a constant value in-oil pressure P _L1 as an original pressure. Further, the hydraulic pressure supply device 112 is provided with a manual valve 120 whose oil passage is mechanically or electrically switched based on the operation of the shift lever 74. The manual valve 120, for example, when the shift lever 74 is operated to the "D" position or "S" position, outputs the first line pressure P _L1 inputted as a drive oil pressure P _D, the shift lever 74 is "R when operated to "position, and outputs the first line pressure P _L1 inputted as a reverse pressure P _R, when the shift lever 74 is operated to the" P "position or the" N "position, shuts off the hydraulic pressure of the output (Driving the drive hydraulic pressure P _D and reverse hydraulic pressure P _R to the discharge side). Thus, the hydraulic pressure supply device 112 outputs the first line hydraulic pressure P _L1 , the second line hydraulic pressure P _L2 , the modulator hydraulic pressure P _M , the drive hydraulic pressure P _D , the hydraulic pressure P _REL , and the reverse hydraulic pressure P _R. ing.

Further, in the hydraulic control circuit 110, linear solenoid valves SL1 to SL5 (hereinafter referred to as linear solenoid valves SL unless otherwise specified) are provided corresponding to the respective hydraulic actuators ACT1 to ACT5. Hydraulic actuators ACT1, ACT2, ACT3, the ACT5, the corresponding linear solenoid valve SL1, SL2, SL3, SL5, the drive oil pressure _{P D} supplied from each of the hydraulic pressure supply device 112 is the command signal from the electronic control unit 50 The respective engagement hydraulic pressures P _C1 , P _C2 , P _B1 and P _{B3 according} to the pressure are adjusted and directly supplied. In addition, each hydraulic actuator ACT4, corresponding with the linear solenoid valve SL4, the engagement pressure P _B2 two tone corresponding to the command signal of the first line pressure P _L1 supplied from the hydraulic pressure supply device 112 from the electronic control unit 50 It is pressurized and supplied directly. Incidentally, the hydraulic actuator ACT5 brake B3, either engaging pressure P _B3 or reverse hydraulic P _R was pressure regulated by the linear solenoid valve SL5 is adapted to be supplied via the shuttle valve 122.

The linear solenoid valves SL1 to SL5 basically have the same configuration, and are independently excited, de-energized, and controlled by the electronic control unit 50, and the hydraulic pressure supplied to the hydraulic actuators ACT1 to ACT5 is independent. Pressure control to control the engagement hydraulic pressure (clutch pressure) P _C1 , P _{C2 of} the clutches C1 and C2 and the brakes B1 to B3 and the engagement hydraulic pressure (brake pressure) P _B1 , P _B2 and P _B3 respectively. It is a thing. For example, if the clutch C1 as an example, C1 clutch pressure P _C1 in accordance with a driving current corresponding to the command value supplied from the electronic control unit 50 is output from the linear solenoid valve SL1. The automatic transmission 12 is allowed to establish each gear by engagement of a predetermined engagement device as shown in, for example, the engagement operation table of FIG. Further, in the shift control of the automatic transmission 12, for example, a so-called clutch-to-clutch shift is executed by regripping the disengagement side frictional engagement device of the clutch C or the brake B involved in the shift and the engagement side frictional engagement device. Ru. In this clutch-to-clutch shift, the release transitional engagement hydraulic pressure of the release side friction engagement device and the engagement side friction engagement device of the release side frictional engagement device are performed so that the shift is performed as quickly as possible while suppressing the shift shock. The engagement transient engagement hydraulic pressure is properly controlled. For example, as shown in the engagement operation table of FIG. 2, in the upshift of 3rd to 4th, the brake B3 is released and the clutch C2 is engaged, and the release transient hydraulic pressure of the brake B3 is suppressed to suppress shift shock. And the engagement transient hydraulic pressure of the clutch C2 are appropriately controlled.

In FIG. 4, the lubricant flow control valve 132 functions as a cooling lubricating oil supply means for supplying the cooled lubricating oil that has passed through the oil cooler 128 to the clutch C1, and the connection state of the lubricating oil passage is The spool valve element 134 for switching, the drain port 138 communicating with the drain Ex, the port 140 for receiving the cooled lubricating oil from the oil cooler 128, and the port for letting the cooled lubricating oil flow out to the friction plate of the clutch C1 142, an oil chamber 136 for receiving the switching signal pressure P _SL from the on / off solenoid valve SLv, and a spring 144 for urging the spool valve element 134 to the off position OFF. Lubrication after cooling from the oil cooler 128 and the off-side position oFF to flow out from the drain port 138 into the drain Ex oil, according to the switching signal pressure _{P SL} It switched lubricating oil after cooling the oil cooler 128 to the on-side position ON to flow out through the lubricating oil passage to the friction plates of the clutch C1. In FIG. 4, the left side of the center line shows the state where the spool valve element 134 is positioned at the off-side position OFF where the oil after cooling by the lubricating flow control valve 132 flows out to the drain Ex. The drawing shows a state where the spool valve element 134 is positioned at the on-side position ON at which the lubricating oil after cooling by the lubricating flow control valve 132 flows out to the friction plate of the clutch C1.

  FIG. 5 is a block diagram for explaining the main part of the control function related to the engine stop control during decelerating travel by the electronic control unit 50. As shown in FIG. In FIG. 5, while the vehicle is decelerating, the engine stop control unit 148 determines that predetermined conditions, for example, the vehicle speed exceeds a predetermined level and the accelerator pedal is off during the decelerating travel of the vehicle, and temporarily stops the engine 30. The engine stop control during decelerating travel that releases or slightly slips the clutch C1 to shut off the power transmission path in the automatic transmission 12, for example, the deceleration S & S control that stops the engine during decelerating travel or the engine stop during decelerating travel At the same time, deceleration S & S slip control or the like is performed to cause the clutch C1 to be half engaged (slip).

The heat generation amount calculation unit 150 calculates, for example, a pressure (MPa) (hereinafter, estimated pressure) of the clutch C1 estimated using a valve command signal (an oil pressure command signal, an oil pressure command value, a drive signal) as a parameter. And the rotational speed difference between the input rotational speed N _IN , which is the rotational speed of the input shaft 26, that is, the rotational speed of the input shaft 26, and the rotational speed of the sun gear S3 that is calculated from the output rotational speed, that is, the output rotational speed N _OUT. The differential rotation speed (rpm) is calculated as a variable. Specifically, the calorific value (J) is calculated every unit time, and the value is defined as the calorific value per unit time (J / sec), and the calorific value per unit time is further set to a predetermined time. The cumulative heat generation amount of the clutch C1 at a preset predetermined time is calculated by sequentially accumulating until it reaches

FIG. 6 is an example of a calorific value map Q (Q _{11 to} Q ₅₆ ) experimentally set in advance to obtain the calorific value per unit time based on the estimated pressing force and the differential rotational speed of the clutch C1. , Heat generation amount calculation unit 150 is stored. The calorific value per unit time is obtained from the intersection of the calorific value map of the estimated pressing force of the clutch C1 and the differential rotational speed of the clutch C1. Also, although it has been described that the calorific value is calculated for each unit time, it is not necessary to be particularly for every unit time, and the accumulated calorific value is determined in units of shorter time, or the calorific value is integrated by time integration. You may ask for the quantity. Further, as a simple determination value instead of the heat generation amount, it is also possible to use, for example, the shift time of the clutch C1 or the number of shifts of the clutch C1 within a predetermined time.

Referring back to FIG. 5, the threshold determination unit 152 determines whether the integrated heat generation amount obtained by the heat generation amount calculation unit 150 exceeds the threshold of the heat generation amount set in advance stored in the threshold determination unit 152. . The heat generation amount threshold may be a constant value, but may be a function of the lubricating oil temperature _TOM or the vehicle speed V. FIG. 7 is an example of the map of the threshold value of the calorific value with respect to the oil temperature. FIG. 8 is an example of a map of the threshold value of the heat generation amount with respect to the vehicle speed V. Grasping the threshold setting unit 154, by lubricating oil temperature T _OIL is set a higher lower threshold value based on the lubricating oil temperature T _OIL from the relationship shown in FIG. 7, the temperature of the clutch C1 to rise due to heat generation of the clutch C1 Can be prevented from becoming too high. The threshold setting unit 154 sets a threshold that decreases as the vehicle speed V increases based on the vehicle speed V detected by the vehicle speed sensor 66 from the relationship shown in FIG. It is possible to prevent the temperature from becoming too high.

In FIG. 5, when it is determined that the threshold value is exceeded, the threshold value determination unit 152 outputs a lubrication flow rate up control command to the engine stop control prohibition unit 156 during deceleration traveling. The engine stop control prohibiting unit 156 during deceleration driving temporarily prohibits the deceleration S & S slip control or deceleration S & S by the engine stopping control unit 148 during deceleration traveling according to the lubricant flow rate up control command, and starts the engine 30 to start the oil pump 40. Discharge lubricating oil from the Furthermore, deceleration of the engine stop prohibition means 156, a switching signal pressure P _SL is output to the lubrication flow valve 132 from off solenoid valve SLv by outputting a hydraulic pressure control command signal S _P to the hydraulic circuit 110, the lubrication flow rate The valve 132 is switched to the on-side position ON, and the cooled lubricating oil from the oil cooler 128 for cooling the lubricating oil is directly supplied to the friction plate of the clutch C1 through the lubricating oil passage to the clutch C1. Supply of lubricating oil more than ever before. The engine stop control prohibition unit 156 during deceleration travels the time during which the lubricant flow rate up control is continued from the time when the hydraulic pressure control command signal S _P and the engine output control command signal S _E are output according to the lubricant flow rate up control command. When the flow rate up time passes the preset set time T, the lubricant flow rate up control is stopped to continue the engine stop control during the deceleration traveling.

  FIG. 9 is a flow chart for explaining the main part of the control operation of the electronic control unit 50, which is repeatedly executed.

  In FIG. 9, in step S1 (hereinafter, steps are omitted), whether or not the deceleration S & S slip control inhibition flag indicating inhibition of deceleration S & S slip control is OFF, that is, the implementation of the deceleration S & S slip control is not prohibited It is determined whether the lubrication flow rate up control flag is OFF or not, that is, whether the lubrication flow rate up control has not been performed. For example, in S1, the determination in S1 is also negative when it is necessary to prohibit or cancel the deceleration S & S slip control or the lubricant flow rate up control for some reason or other control. If the determination in S1 is negative, the present routine is ended, but if the determination is affirmative, for example, a friction engagement device heat generation count command is output in S2 corresponding to the operation of the heat generation calculation unit 150, The count of the amount of heat generation of the clutch C1 is started. The calorific value of the clutch C1 is a unit time calculated from the intersection on the calorific value map with the estimated pressing force and the differential rotational speed which is the difference between the input side rotational speed and the output side rotational speed of the clutch C1 as a variable. By sequentially adding the heat generation amount until the predetermined time is reached, it is calculated as the integrated heat generation amount.

  In S3 corresponding to the operation of the threshold value determination unit 152, it is stabilized whether or not the integrated heat generation amount exceeds a predetermined heat generation amount threshold. If the determination is negative, S2 and the subsequent steps are repeatedly executed. If the determination is affirmative, S4 corresponding to the engine stop control prohibition unit 156 during deceleration traveling is performed. At S4, the lubrication flow rate up control is executed, and the lubrication flow rate valve 132 is switched to the on-side position ON where the supply amount of the lubricating oil to the friction plate of the clutch C1 is increased. Next, in S5 corresponding to the engine stop control prohibiting portion 156 during deceleration traveling, in order to execute the lubrication flow rate up control, the lubrication flow rate up control flag is turned ON (the lubrication flow rate up control flag = 1).

  Subsequently, in S6 corresponding to the engine stop control prohibition unit 156 during deceleration traveling, it is sequentially determined whether the elapsed time since the start of the lubricant flow rate up control, that is, the lubricant flow rate up time has exceeded the elapsed time T. . If it is determined that the elapsed time does not exceed T, the determination in S6 is negative, so the deceleration S & S slip control inhibition flag is set to ON in S7 corresponding to the engine stop control inhibition unit 156 during deceleration travel. As a result, the engine output control command signal SE is output from the electronic control unit 50, whereby the engine 30 is reactivated and oil pressure is generated from the oil pump 40 rotationally driven by the engine 30, thereby cooling the clutch C1. Is started.

  If the lubricant flow rate up time exceeds the elapsed time T, the determination in S6 is negative, so the deceleration S & S slip control inhibition flag is turned OFF in S9 corresponding to the engine stop control inhibition unit 156 during deceleration travel. The lubricating flow rate up control flag is turned OFF. As a result, the lubricating flow rate up control is stopped as the lubricating flow rate up control flag is turned OFF.

  As described above, in the electronic control unit 50 of the automatic transmission 12 for a vehicle according to the present embodiment, the engine 30 is restarted when it is determined that the overheat of the clutch C1 is being performed during execution of the engine stop control during decelerating travel. By discharging lubricating oil from the oil pump 40 and directly supplying cooled lubricating oil from the oil cooler 128 to the friction plate of the clutch C1 to increase the amount of lubricating oil supplied to the clutch C1. The cooling of the clutch C1 is accelerated, and the return to the automatic stop of the engine while the vehicle is traveling is accelerated. As a result, the fuel consumption can be improved by increasing the automatic stop time of the engine during vehicle travel while executing the engine stop control during deceleration traveling, and the temperature rise of the clutch C1 due to the automatic stop of the engine 30 can be realized. It becomes possible to suppress effectively.

  Although the embodiment of the present invention has been described in detail with reference to the drawings, the present invention is similarly applicable to other modes, for example, the clutch C2.

  FIG. 10 is a flow chart for explaining the control operation relating to the cooling of the clutch C1 for performing the lubricant flow rate up control in the deceleration S & S control in which the slip of the clutch C1 is not performed while the engine 30 is stopped. The difference between FIG. 10 and FIG. 9 is that the deceleration S & S control prohibition flag of S11, S17, S19 in FIG. 10 is changed to the corresponding deceleration S & S slip control prohibition flag in S1, S7, S9 of FIG. And, the deceleration S & S slip control inhibition part in FIG. 5 is changed to the deceleration S & S control inhibition part. Except for this change, the flow of the lubricant flow rate up control in the deceleration S & S control is the same as that in FIG. 9, and the detailed description will be omitted.

  Further, the effect is the same as that of the first embodiment, and by increasing the amount of supply of the lubricating oil directly supplied to the friction plate of the clutch C1, the cooling of the clutch C1 is accelerated, and the engine 30 is moving. The return to the automatic stop is accelerated. Thus, fuel consumption can be improved by increasing the number of automatic stops during engine travel of the engine, and the temperature rise of the clutch C1 due to the automatic stop of the engine 30 can be effectively suppressed.

  Although the above description is merely an embodiment and other examples are not illustrated, the present invention may be embodied in variously modified and improved modes based on the knowledge of those skilled in the art without departing from the scope of the invention. Can.

10: Vehicle 12: Automatic transmission 30: Engine 40: Oil pump 50: Electronic control unit (hydraulic control unit)
128: Oil cooler (cooling device)
132: Lubricant flow rate control valve (means for supplying lubricating oil for cooling)
C1, C2: clutch (friction engagement device)
B1, B2, B3: Brake (frictional engagement device)
F1: One-way clutch (frictional engagement device)

Claims (1)

An oil pump driven by the engine, have a plurality of hydraulic frictional engagement devices controlled as source pressure lubricating oil discharged from the oil pump, among the plurality of hydraulic friction engagement device In a vehicle provided with an automatic transmission, in which a gear is selectively formed by engagement of a predetermined friction engagement device, and a cooling device for cooling a part of lubricating oil returned to the oil pump, while decelerating A hydraulic control device for an automatic transmission for a vehicle that executes engine stop control during deceleration running that temporarily stops the engine when a predetermined condition is satisfied in
During execution of the deceleration in the engine stop control, before when Kisho heating value of the constant friction engagement device is equal to or greater than the predetermined value, in addition to the increase of the lubricating oil supply amount of the re-operation of the engine A hydraulic control device for an automatic transmission for a vehicle, comprising: a cooling lubricating oil supply means for increasing a supply amount of the lubricating oil after cooling from the cooling device to the predetermined friction engagement device.

Images