• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    AUTOMATIC TRANSMISSION AND METHOD OF CONTROL OF THE SAME. When the temperature of the oil supplied to an electric oil pump is detected and the oil temperature is lower or higher than the normal oil temperature, a gradient threshold value lower than that at normal oil temperature is adjusted, a gradient of one road surface on which a vehicle is stopped is detected, and idling of the engine is prohibited when the detected gradient of the road surface is greater than the adjusted gradient threshold value.
    公开号:BR112012022083B1
    申请号:R112012022083-7
    申请日:2011-01-14
    公开日:2020-12-08
    发明作者:Hideshi Wakayama；Keichi Tatewaki；Seiichiro Takahashi；Yuzuru Tohta；Takashi Matsuda；Daisuke Matsumoto
    申请人:Nissan Motor Co., Ltd.；
    IPC主号:
    专利说明:

    TECHNICAL FIELD
    [001] The present invention relates to an automatic transmission and a method of controlling it. BACKGROUND OF THE TECHNIQUE
    [002] A conventional automatic transmission is known which includes a mechanical oil pump and an electric oil pump and in which a hydraulic pressure is supplied from the electric oil pump to a gear corresponding to a position of initial change during engine idle control.
    [003] However, if a gradient of a road surface on which a vehicle is stationary is large, the slope of an oil surface in a sump is large and an oil filter suction port runs out of oil, mode, air is sucked into the electric oil pump along with oil. If air is introduced into the electric oil pump, hydraulic pressure may not be sufficiently applied from the electric oil pump to the gear corresponding to an initial position. If the vehicle is stopped on an upward running surface in a travel direction and an idle engine shutdown control is performed in this case, it takes time until the gear is engaged and the vehicle can move backwards during this time to engage gear when a return is made from the engine idle control.
    [004] In contrast, in document JP2002-47962A, the engine idling control is prohibited when a gradient of a road surface on which a vehicle is stationary is large, while the engine shutdown control in idling is performed when the gradient of the tread is small.
    [005] Since this prevents the engine shut-off control in slow motion from being performed when the road surface has a large increasing gradient in the direction of travel, it is possible to suppress a backward movement of the vehicle at the start and execute the idling engine control to optimize fuel economy when the tread surface gradient is small. SUMMARY OF THE INVENTION
    [006] If the oil temperature is low, the diameters of the used transmission rings, for example, on friction coupling elements are reduced and the amount of oil leakage increases. In addition, if the oil temperature is high, the oil viscosity is reduced and the amount of oil leakage increases. Therefore, even if the vehicle is stopped on road surfaces with the same inclination, hydraulic pressure may not be supplied to the gear corresponding to the initial change position depending on the oil temperature.
    [007] However, in the previous invention, the oil temperature is not taken into account. Therefore, in the previous invention, idle engine shutdown control can be performed even if the oil temperature is low or high, the amount of oil leakage is large and the hydraulic pressure cannot be sufficiently supplied to the gear corresponding to the starting position. This leads to a problem that the vehicle moves backwards when a return is made from the engine idle control.
    [008] The present invention was developed to solve such a problem and aims to suppress a backward movement of a vehicle and improve the vehicle's starting ability when it is started after being stopped on an upward running surface in a direction of travel.
    [009] One aspect of the present invention relates to an automatic transmission to be combined with an engine that performs an engine shutdown at idle, including an electric oil pump that is activated although the engine is automatically shut down; oil temperature detection unit used to detect the temperature of the oil supplied to the electric oil pump; gradient threshold adjustment unit used to adjust a gradient threshold value based on the oil temperature; gradient detection unit used to detect a gradient of a road surface on which a vehicle is stopped; and an engine idling prohibition unit that serves to prohibit idling when the gradient is greater than the gradient threshold value. The gradient threshold adjustment unit adjusts a gradient threshold value lower than that at a normal oil temperature when the oil temperature is lower or higher than the normal oil temperature.
    [010] Another aspect of the present invention relates to a control method for an automatic transmission to be combined with an engine that performs an engine shutdown at idle, which comprises the steps of detecting the temperature of the oil supplied to a pump. electric oil; adjust a gradient threshold value lower than that at normal oil temperature when the oil temperature is lower or higher than the normal oil temperature; detect a gradient of a road surface on which a vehicle is stopped; and prohibit the engine from idling when the gradient is greater than the adjusted gradient threshold value.
    [011] According to these aspects, for example, when the oil temperature is low and the amount of oil leakage increases due to the reduction in the diameters of the sealing rings used in friction coupling elements, and the like, the Permissible conditions for a control of the engine shutdown in slow water are tightened by reducing the gradient threshold value. This can suppress a rearward movement of the vehicle when it is switched on again after being stopped on an upward running surface in a direction of travel of the vehicle.
    [012] For example, when the oil temperature is high and the amount of oil leakage increases due to a reduction in oil viscosity, the permit conditions for the engine idling control are tightened by reducing it if the gradient threshold value. This can suppress backward movement of the vehicle when it is switched on again after being stopped on an upward running surface in the direction of travel of the vehicle.
    [013] According to these aspects, the vehicle's starting ability can be improved.
    [014] One embodiment of the present invention and its advantages will be described in detail below with reference to the attached drawings. BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a schematic configuration diagram of a vehicle equipped with an engine idling control device in an embodiment of the present invention. Figure 2 is a schematic configuration diagram of a controller of transmission in the mode of the present invention, Figure 3 is a flowchart showing a control of determination whether it is possible or not to perform an engine shutdown control at idle in the mode of the present invention, Figure 4 is a graph of time that shows whether it is possible or not to perform the engine shutdown control at idle in the mode of the present invention, Figure 5 is a time graph showing whether it is possible or not to perform the engine shutdown control at idle in present invention, and Figure 6 is a time graph showing whether it is possible or not to run the engine shutdown control at idle in the preset mode. between invention. MODE OF THE INVENTION
    [015] In the following description, a “speed ratio” of a given transmission mechanism is a value obtained by dividing an input rotation speed of this transmission mechanism by an output rotation speed of the same. In addition, a "lower speed ratio" means a maximum speed ratio for this transmission mechanism and a "higher speed ratio" means a minimum speed ratio for this transmission mechanism. In this mode, a gradient indicates an increasing gradient in the direction of travel of a vehicle.
    [016] Figure 1 is a schematic configuration diagram of a vehicle equipped with a control device for transmission according to the modality of the present invention. This vehicle includes an engine 1 as a source of drive. The output rotation of the motor 1 is transmitted to the drive wheels 7 through the torque converter 2 with a locking clutch, a first gear train 3, a continuously variable transmission (in the following parts of the present document, merely referred to as a “transmission 4”), a second gear train 5 and a final speed reducer 6. The second gear train 5 includes a parking mechanism 8 that serves to mechanically lock an output shaft of the transmission 4 in a parked state so that it is not able to rotate.
    [017] The vehicle includes a 10m mechanical oil pump that is driven using part of the engine energy 1, an electric oil pump 10e that is driven by an electric motor, a hydraulic pressure control circuit 11 which adjusts a hydraulic pressure from the mechanical oil pump 10m or the electric oil pump 10e and provides the hydraulic pressure adjusted to each component of the transmission 4, and a transmission controller 12 that serves to control the hydraulic pressure control circuit 11, and the like.
    [018] The 10e electric oil pump is driven by the electric motor, which is powered by the energy supply from a battery 13, and provides hydraulic pressure to the hydraulic pressure control circuit 11. It is noted that the electric motor is controlled by a motor driver. The electric oil pump 10e supplies the hydraulic pressure to the hydraulic pressure control circuit 11 when hydraulic pressure cannot be supplied by the mechanical oil pump 10m, for example, when an idle engine shutdown control is performed in which motor 1 is automatically switched off. A rebound valve 14 is provided on a flow path in which the oil discharged from the electric oil pump 10e flows. A comparison between the 10e electric oil pump and the 10m mechanical oil pump shows that the 10e electric oil pump is smaller in size than the 10m mechanical oil pump.
    [019] Transmission 4 includes a continuously variable V-belt transmission mechanism (in the following parts of this document, referred to as a “variator 20”) and a sub-transmission mechanism 30 provided in series with the variator 20. “A be provided in series ”means that the inverter 20 and the subtransmission mechanism 30 are provided in series on a power transmission path from the engine 1 to the drive wheels 7. The subtransmission mechanism 30 can be directly connected to a output shaft of the inverter 20 as in this example or can be connected via another transmission mechanism or power transmission mechanism (for example, gear train). Alternatively, the subtransmission mechanism 30 can be connected to a stage (side of the input shaft) that precedes the drive 20.
    [020] The drive 20 includes a primary pulley 21, a secondary pulley 22 and a belt V 23 mounted between pulleys 21 and 22. Each of the pulleys 21, 22 includes a fixed tapered plate, a movable tapered plate arranged in such a way that a sheave surface faces the fixed conical plate and a V-groove is formed between the fixed conical plate and the movable conical plate, and a hydraulic cylinder 23a, 23b provided on the rear surface of this movable conical plate to displace the conical plate movable in an axial direction. When the hydraulic pressures supplied to the hydraulic cylinders 23a, 23b are adjusted, the widths of the V-grooves changed in order to change the contact radii of the belt V 23 and the respective pulleys 21, 22, thus a ratio of drive speed 20 changes continuously.
    [021] The subtransmission mechanism 30 is a transmission mechanism with two forward speeds and one reverse speed. The sub-transmission mechanism 30 includes a Ravigneaux planetary gear mechanism 31 in which two planetary gear carriers are coupled, and a plurality of friction coupling elements (low brake 32, high clutch 33, reverse brake 34) that are connected to a plurality of rotating elements that constitute the Ravigneaux 31 planetary gear mechanism for changing the coupled states of these rotating elements. If the hydraulic pressures supplied to each friction coupling element 32 to 34 are adjusted to change the coupling and release states of the respective friction coupling elements 32 to 34, a gear position of the sub-transmission mechanism 30 is changed.
    [022] For example, the sub-transmission mechanism 30 is set to a first gear position if the low brake 32 is engaged and the high clutch 33 and the reverse brake 34 are released. The transmission mechanism 30 is set to a second gear position having a lower speed ratio than the first gear position if the high clutch 33 is engaged and the low brake 32 and reverse brake 34 are released. In addition, the sub-transmission mechanism 30 is set to a reverse gear position if the reverse brake 34 is engaged and the low brake 32 and the high clutch 33 are released.
    [023] When the vehicle is started, the sub-transmission mechanism 30 is set to the first gear position. In addition, when a return is made from the engine idling control in which engine 1 is switched off to optimize fuel economy while the vehicle is stationary, the low brake 32 is fully engaged with the hydraulic pressure provided at the same and the high clutch 33 is set to a sliding interlock state. The sliding interlock state means a state where the high clutch 33 is not fully engaged and a predetermined sliding state is adjusted. In this document, a state where the stroke of the high clutch piston 33 is completed and the high clutch 33 has been moved to a position where it is not fully engaged is referred to as the sliding interlock state. In addition, “adjusting the high clutch 33 to the sliding interlock state” is referred to as a sliding interlock.
    [024] When the high clutch 33 is set to the sliding interlock state, a portion of the drive power generated by motor 1 is transmitted to the drive wheels 7. It is noted that when the low brake 32 is fully engaged and the hydraulic pressure supplied to the high clutch 33 is further increased from the hydraulic pressure in the sliding interlock state, the high clutch 33 is fully engaged and the interlock state is adjusted. When the interlock state is set, the drive power generated by motor 1 is not transmitted to the drive wheels 7.
    [025] By applying a sliding interlock to the high clutch 33 when a return is made from the engine stop control at idle, it is possible to reduce a sensation as if the vehicle were pushed, and that sensation is caused by a increase in engine rotation speed Ne, and reduce a feeling of inconsistency provided to a driver.
    [026] The transmission controller 12 includes a CPU 121, a memory device 122 composed of a RAM / ROM, an input interface 123, an output interface 124 and a bus 125 that connects these components together as shown in Figure two.
    [027] In the input interface 123 there is an input and output signal from an accelerator pedal opening sensor 41 that serves to detect an APO accelerator pedal opening that consists of an accelerator pedal operation, a output signal from a speed sensor 42 that serves to detect a transmission input speed 4, an output signal from a vehicle speed sensor 43 that serves to detect a vehicle speed VSP, a output signal from an engine speed sensor 44 that serves to detect an engine speed, an output signal from an inhibitor switch 45 that serves to detect the position of a selection lever, an output signal from a brake sensor 46 that serves to detect the depression of a pedal brake, a signal coming from a G 47 sensor that serves to detect the gradient of the vehicle, an output signal coming from a hydraulic pressure sensor 48 that serves p to detect a hydraulic pressure supplied to the high clutch 33, a signal from an oil temperature sensor 49 which serves to detect the oil temperature in a sump 50, and the like.
    [028] A control program (Figure 3) that is used to determine whether it is possible to perform the engine shutdown control at idle, and the like are stored in memory device 122. CPU 121 reads the stored control program in the memory device 122 and implements it to generate a control signal by performing various arithmetic processing on various signals inserted through the input interface 123, and outputs the generated control signal to the hydraulic pressure control circuit 11, the pressure pump electric oil 10e and the like via output interface 124. Various values used in arithmetic processing by CPU 121 and calculation results are appropriately stored in memory device 122.
    [029] The hydraulic pressure control circuit 11 consists of a plurality of flow paths and a plurality of hydraulic control valves. The hydraulic pressure control circuit 11 switches a hydraulic pressure supply path, prepares a necessary hydraulic pressure from a hydraulic pressure produced in the mechanical oil pump 10m or in the electric oil pump 10e and supplies this to each component of transmission 4 by controlling the plurality of hydraulic control valves based on a transmission control signal from transmission controller 12. In this way, the speed ratio of the inverter 20 and the gear position of the subtransmission mechanism 30 are altered, so transmission 4 is displaced.
    [030] When the vehicle is stopped, the engine shutdown control is performed at idle in which engine 1 is switched off to optimize fuel economy. Since engine 1 is switched off and no hydraulic pressure can be supplied from the mechanical oil pump 10m during engine idle control, electric oil pump 10e is activated to provide hydraulic pressure from the engine pump. electric oil 10e.
    [031] If the gradient of a road surface on which the vehicle is stationary is large, the sump oil slope 50 is large, so an oil filter suction port 51 can run out of oil and air can be sucked together with the oil. If air is introduced into the electric oil pump 10e, a discharge pressure from the electric oil pump 10e decreases and the electric oil pump 10e cannot provide sufficient hydraulic pressure.
    [032] In addition, if the oil temperature is low, a sealing function of the sealing portions decreases and the amount of oil leakage increases. In addition, if the oil temperature is high, the oil viscosity decreases and the amount of oil leakage from the sealing portions increases. The sealing portions are, for example, gaskets, bundles or the like used in friction coupling elements. Therefore, the electric oil pump 10e cannot provide sufficient hydraulic pressure to the friction coupling elements.
    [033] Therefore, even if the gradient of the tread on which the vehicle is stopped is small, the amount of oil leakage increases and sufficient hydraulic pressure cannot be provided by the electric oil pump 10e when the oil temperature is low or high. If the idle engine shutdown control is performed in this case, the hydraulic pressure supplied to the low brake 32, and the like, decreases. Therefore, when a return is made from the engine stop control at idle, it takes a longer time until the low brake 32 is engaged and the vehicle can slide backwards.
    [034] Particularly in the case of sliding interlock of the high clutch 33, hydraulic pressure must also be supplied to the high clutch 33. Therefore, it takes an even longer time before the low brake 32 is engaged. In addition, when the hydraulic pressure of the high clutch 33 increases and the high clutch 33 is set to a predetermined sliding interlock state, a braking force is applied to the vehicle by the sub-transmission mechanism 30. If the amount of oil leakage increases , it takes a longer time for the high clutch 33 to be set to the predetermined sliding interlock state. Therefore, the vehicle can slide backwards.
    [035] Consequently, in this mode, it is determined whether or not it is possible to perform the engine shutdown control at idle using a gradient threshold value adjusted based on the oil temperature.
    [036] The following describes an execution determination control for the control of the engine idling in this mode using a flow chart of Figure 3. It is noted that it is assumed in this document that an engine shutdown idling is initiated by a determination to start engine shutdown at idle.
    [037] When determining the engine idling start, it is determined to start the engine idling in the event of satisfactory conditions such as (1) the accelerator pedal is not depressed, (2) a brake pedal is pressed, (3) the selection lever is in range D or range N and (4) the vehicle speed is equal to or less than a predetermined vehicle speed. On the other hand, it is determined not to start the engine shutdown at idle, for example, when any of these previous conditions is not met.
    [038] In Step S100, the oil temperature is detected by the oil temperature sensor 49.
    [039] In Step S101, the detected oil temperature is compared to a first predetermined oil temperature. Step S102 follows if the oil temperature is lower than the first predetermined oil temperature, while Step S103 follows if the oil temperature is equal to or greater than the first predetermined oil temperature. The first predetermined oil temperature is set to be less than the normal oil temperature.
    [040] In this document, the normal oil temperature is the oil temperature in a state where the vehicle is operated constantly under a normal operating environment. Specifically, the normal oil temperature is the oil temperature in a temperature range greater than a low oil temperature range in a state where the transmission 4 is heated and the oil temperature in a lower temperature range that a high temperature range in a state where the amount of heat generation from the transmission 4 is large (for example, the state where the amount of heat generation is large due to the sliding of the friction hitch elements of the subtransmission mechanism 30) . In general, the normal oil temperature indicates an oil temperature of about 80 ° C to 95 ° C.
    [041] As the oil temperature decreases from this normal oil temperature, the shrinkage of the sealing portions increases (the diameters of the sealing rings are reduced) and the amount of oil leakage increases.
    [042] If the amount of oil leakage increases and exceeds a predetermined amount, the hydraulic pressure supplied to the friction coupling elements is below the hydraulic pressure necessary to adjust the friction coupling elements to a transmission state of friction coupling elements cannot maintain the state of power transmission.
    [043] Therefore, the first predetermined oil temperature can be set to an oil temperature in which the amount of oil leakage exceeds the predetermined amount in the low oil temperature range and is adjusted, for example, by 60 ° C in this mode.
    [044] In Step S102, the gradient threshold value is adjusted in a determination constant A. The determination constant A is a value adjusted in advance. Determination constant A indicates a gradient in which the vehicle does not slide backwards in the case where the vehicle is stopped on a road surface having an “A” gradient, the engine idling control is performed and then , a return is made from the engine stop control at idle when the oil temperature is the first predetermined oil temperature. That is, the determination constant A indicates an upper limit gradient in which the hydraulic pressure can be sufficiently supplied by the electric oil pump 10e and the vehicle does not slide backwards at the start even if the idle engine stop control is executed when the oil temperature is the first predetermined oil temperature. The determination constant A is a value adjusted through an experiment, or something like that.
    [045] In Step S103, the detected oil temperature is compared to a second predetermined oil temperature. Step S104 follows if the oil temperature is higher than the second predetermined oil temperature, while Step S105 follows if the oil temperature is equal to or less than the second predetermined oil temperature. That is, Step S105 follows if the oil temperature is equal to or greater than the first predetermined temperature of the oil and equal to or less than the second predetermined temperature of the oil. The second predetermined oil temperature is set at an oil temperature higher than the normal oil temperature.
    [046] As the oil temperature rises from the normal oil temperature, the oil's viscosity decreases and the oil tends to leak from the control valves and a sliding portion of the electric oil pump, thereby the amount of oil leakage increases.
    [047] If the amount of oil leakage increases and exceeds the predetermined quantity, the hydraulic pressure supplied to the friction coupling elements is below the hydraulic pressure necessary to adjust the frictional en-gate elements in the transmission state of friction coupling elements cannot maintain the state of power transmission.
    [048] Therefore, the second predetermined oil temperature can be adjusted to an oil temperature in which the amount of oil leakage exceeds the predetermined amount in the high oil temperature range and is adjusted, for example, by 115 ° C in this mode.
    [049] In Step S104, the gradient threshold value is adjusted in a determination constant B. The determination constant B is a value adjusted in advance. The determination constant B indicates a gradient in which the vehicle does not slide backwards in the case where the vehicle is stopped on a road surface having a gradient of “B”, the engine idling control is performed and then , a return is made from the engine stop control at idle when the oil temperature is the second predetermined oil temperature. The determination constant B is a value adjusted through an experiment, or something like that. That is, the determination constant B indicates an upper limit gradient in which the hydraulic pressure can be sufficiently supplied by the electric oil pump 10e and the vehicle does not slide backwards at the start even if the engine shutdown control at idle is performed when the oil temperature is the second predetermined oil temperature. The determination constant B is a value adjusted through an experiment, or something like that.
    [050] In Step S105, the gradient threshold value is adjusted in a determination constant C. The determination constant C is a value adjusted in advance. Determination constant C indicates a gradient in which the vehicle does not slide backwards when the oil temperature is equal to or greater than the first predetermined oil temperature and equal to or less than the second predetermined oil temperature, the vehicle is stopped at a tread surface having a “C” gradient, the engine idle control is performed and then a return is made from the engine idle control. That is, the determination constant C indicates an upper limit gradient in which the hydraulic pressure can be sufficiently supplied by the electric oil pump 10e and the vehicle does not slide backwards at the start even if the idle engine stop control is executed when the oil temperature is equal to or greater than the first predetermined oil temperature and equal to or less than the second predetermined oil temperature. The determination constant C is a value adjusted through an experiment, or something like that.
    [051] Determination constants A and B are values less than determination constant C. That is, the gradient threshold value when the oil temperature is lower than the first predetermined oil temperature or higher than the second temperature predetermined oil temperature is less than that when the oil temperature is equal to or greater than the first predetermined oil temperature and equal to or less than the second predetermined oil temperature.
    [052] In Step S106, the gradient of the road surface on which the vehicle is stopped is detected by the G 47 sensor.
    [053] In Step S107, the detected road surface gradient and the gradient threshold adjusted by the previous control are compared. Step S108 follows if the detected tread gradient is less than the adjusted gradient threshold value, while Step S109 follows if the detected tread gradient is equal to or greater than the adjusted gradient threshold value.
    [054] In Step S108, idle engine shutdown control is performed since the hydraulic pressure can be sufficiently supplied by the electric oil pump 10e when a return is made from the idle engine shutdown control even if the engine idle control is performed on the road surface where the vehicle is stationary.
    [055] In Step S109, idle engine shutdown control is prohibited as hydraulic pressure cannot be sufficiently supplied by the electric oil pump 10e when a return is made from idle engine shutdown control if the engine idle control is performed on the road surface where the vehicle is stationary.
    [056] The gradient threshold value is lower when the oil temperature is lower than the first predetermined oil temperature or higher than the second predetermined oil temperature. Even if the running surface gradient is the same, the amount of oil leakage increases when the oil temperature is low or high, so the hydraulic pressure that can be supplied from the electric oil pump 10e decreases.
    [057] In this mode, reducing the gradient threshold value when the oil temperature is lower than the first predetermined oil temperature or higher than the second predetermined oil temperature, the engine idling control is prohibited when the hydraulic pressure supplied from the electric oil pump 10e is low. This can suppress a sliding back and down the vehicle when it starts up again after being stopped on an upward running surface in a direction of travel.
    [058] The following describes whether it is possible or not to perform the engine shutdown control at idle in this mode using the time graph in Figures 4 to 6.
    [059] Figure 4 is a graph of time when the oil temperature is equal to or greater than the first predetermined temperature of the oil and equal to or less than the second predetermined temperature of the oil. In Figure 4, the gradient threshold value is adjusted in the determination constant C.
    [060] After it is determined to start the engine shutdown control at idle, the gradient of the road surface on which the vehicle is stopped is detected at time t0 and the detected gradient and the gradient threshold value, which is the constant of determination C, are compared at time t1. In the present document, since the detected gradient is less than the gradient threshold value, the idle engine shutdown control is performed. This causes the rotation speed of the motor to decrease at time t2 and become equal to zero at time t3.
    [061] Figure 5 is a graph of time when the oil temperature is lower than the first predetermined oil temperature. In Figure 5, the gradient threshold value is adjusted in the determination constant A.
    [062] After it is determined to start the engine shutdown control at idle, the gradient of the road surface on which the vehicle is stopped is detected at time t0 and the detected gradient and the gradient threshold value, which is the constant of determination A, are compared at time t1. In this document, since the detected gradient is greater than the gradient threshold value, idling engine shutdown control is prohibited. Therefore, the speed of rotation of the motor is maintained, for example, at a speed of idling. This can suppress a sliding back and down the vehicle when starting up again after being stopped on an upward running surface in the direction of travel.
    [063] Figure 6 is a graph of time when the oil temperature is higher than the second predetermined oil temperature. In Figure 6, the gradient threshold value is adjusted in the determination constant B.
    [064] After it is determined to start the engine shutdown control at idle, the gradient of the road surface on which the vehicle is stopped is detected at time t0 and the detected gradient and the gradient threshold value, which is the constant of determination B, are compared at time t1. In this document, since the detected gradient is greater than the gradient threshold value, idling engine shutdown control is prohibited. Therefore, the engine rotation speed is maintained, for example, at idle speed. This can suppress a sliding back and down the vehicle when it starts up again after being stopped on an upward running surface in the direction of travel.
    [065] Note that the gradient threshold value can be calculated using a map that indicates a relationship between the oil temperature and the gradient threshold value, or something like that. For example, the amount of oil leakage from the 10e electric oil pump based on the oil temperature can be obtained by an experiment, or something like that. Therefore, by calculating an upper limit gradient in relation to the oil temperature and adjusting the upper limit gradient as the gradient threshold value, it is possible to determine whether it is possible or not to run the engine shutdown control while running slow based on oil temperature and gradient when the vehicle is stationary. In this case, the gradient threshold value can be constant over a given temperature range (for example, from the first predetermined temperature of the oil to the second predetermined temperature of the oil) and reduced when the oil temperature decreases from the given range temperature and when the oil temperature rises above a certain temperature range.
    [066] The effects of the present invention are described.
    [067] At low temperatures, deviations form, for example, due to the reduced diameters of the friction coupling sealing rings, thus the sealing function of the sealing portions decreases, the amount of oil leakage increases , the hydraulic pressure supplied from the electric oil pump 10e decreases and the friction coupling elements cannot maintain the state of power transmission. In this mode, when the oil temperature is lower than the normal oil temperature and the amount of oil leakage is large, the gradient threshold value becomes lower than that at the normal oil temperature, thus tightening the permission conditions to execute the engine shutdown control at idle. This can suppress a sliding back and down when the vehicle is started again after being stopped on an upward running surface in the direction of travel.
    [068] Furthermore, at high temperature, the oil viscosity decreases, the amount of oil leakage from the sealing portions increases, the hydraulic pressure supplied from the electric oil pump 10e decreases and the coupling elements friction cannot maintain the state of power transmission. In this mode, when the oil temperature is higher than the normal oil temperature and the amount of oil leakage is large, the gradient threshold value becomes less than that at the normal oil temperature, thus tightening the conditions permission to perform idle engine shutdown control. This can suppress a sliding back and down the vehicle when starting up again after being stopped on an upward running surface in the direction of travel.
    [069] The present invention is not limited to the modalities described above and obviously includes several modifications and improvements that can be carried out within the scope of its technical concept.
    [070] This application claims priority to Japanese Patent Application No. 2010-52376, filed on March 9, 2010, and is hereby incorporated in its entirety for reference.
    权利要求:
    Claims (2)
    [0001]
    1. Automatic transmission (4) to be combined with an engine (1) that switches the engine off at idle, comprising: an electric oil pump (10e) that is activated while the engine (1) is automatically switched off; an oil temperature detection unit that detects the temperature of the oil supplied to the electric oil pump (10e); FEATURED for further comprising: a gradient threshold adjustment unit that adjusts a gradient threshold value based on the oil temperature; a gradient detection unit that detects a gradient of a road surface on which a vehicle is stopped; and an engine idling prohibition unit that prohibits idling when the gradient is greater than the gradient threshold value; the gradient threshold adjustment unit adjusts a gradient threshold value lower than that at normal oil temperature when the oil temperature is lower or higher than the normal oil temperature.
    [0002]
    2. Control method for an automatic transmission (4) to be combined with an engine (1) that switches the engine off at idle, including the steps of: detecting the temperature of the oil supplied to an electric oil pump (10e); CHARACTERIZED because it also includes: adjusting a gradient threshold value lower than that at normal oil temperature when the oil temperature is lower or higher than the normal oil temperature; detect a gradient of a road surface on which a vehicle is stopped; and prohibit the engine from idling when the gradient is greater than the adjusted gradient threshold value.
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    法律状态:
    2019-01-08| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-10-08| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2020-07-21| B06A| Patent application procedure suspended [chapter 6.1 patent gazette]|
    2020-10-06| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2020-12-08| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 14/01/2011, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2010052376A|JP5237981B2|2010-03-09|2010-03-09|Automatic transmission and control method thereof|
    JP2010-052376|2010-03-09|
    PCT/JP2011/050522|WO2011111415A1|2010-03-09|2011-01-14|Automatic transmission and control method for same|
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