JP5860824B2 - Initial setting method of mechanical automatic transmission - Google Patents

Description

  The present invention relates to a technical field of an initial setting method for a mechanical automatic transmission having a wet clutch.

  There is known a mechanical automatic transmission that automatically performs a shifting operation by switching a transmission gear according to a shift stage while connecting / disconnecting power output from a driving power source such as an engine via a clutch. Yes. In particular, in a dual clutch transmission which is an example of a mechanical automatic transmission, the clutch and the transmission gear are divided into two systems of odd and even speeds, and the speed can be changed quickly by shifting these two systems alternately. In recent years, a shift operation with a direct feeling can be realized and fuel efficiency can be improved.

Since this type of mechanical automatic transmission performs a mechanical shift operation, there is a problem that characteristic differences are likely to occur between individuals due to manufacturing variations of components. Therefore, when a new mechanical automatic transmission is installed in a vehicle, such as during vehicle manufacturing or maintenance, characteristic learning is performed by performing initial settings, and the results are reflected in the control to improve quality. Is ensured. In such learning, it is possible to accurately obtain an instruction value at the start of engagement and an instruction value when trying to obtain a desired transmission torque for a clutch that performs power connection / disconnection, thereby reducing shock at the time of starting or shifting. To become an important learning object.
For example, Patent Documents 1 and 2 disclose techniques relating to learning performed at the time of initial setting of such an automatic transmission. Here, learning is performed on a hydraulic pressure value for driving the clutch to connect / disconnect, thereby performing shift hydraulic pressure. Accuracy is improved and shift shock is reduced.

JP 2012-82909 A JP-A-7-286660

  By the way, as a clutch used in this type of mechanical automatic transmission, a wet clutch that connects and disconnects power via a lubricating oil is mainly used, but the characteristics of the wet clutch are easily affected by temperature. There is a problem. For example, when the lubricating oil temperature is low, the oil film on the torque transmission surface becomes thick due to the increase in viscosity, and the power transmission efficiency decreases. On the other hand, when the lubricating oil temperature is high, the oil film on the torque transmission surface becomes thin due to a decrease in viscosity, and a shock (such as a catch) is likely to occur at the time of disconnection. For this reason, if the clutch temperature fluctuates when learning is performed, the characteristics may not be stable, and an error may occur in the learning result, resulting in a decrease in quality.

  As a measure for solving such a problem, it is effective to stabilize the clutch temperature by performing a warm-up operation before performing learning in the initial setting. Such a warm-up operation is actually performed manually by an operator, and since human factors are large, the learning results are likely to vary, and the efficiency is poor. Thus, it is desirable to automate the warm-up operation so as to eliminate human factors and improve efficiency.

In automating the warm-up operation, it is conceivable to detect the lubricating oil temperature with a temperature sensor and perform warm-up control in a feedback manner based on the detected value. However, since the temperature sensor needs to be installed at a distance from the clutch that functions as a heat generation factor during the warm-up operation, a time lag occurs in the detected value. For this reason, if the warming-up operation control is performed in a feedback manner based on the detection value of the temperature sensor, the clutch temperature becomes excessive, which may cause problems such as damage.
In addition, when performing warm-up operation in a feedback manner based on the detection value of the temperature sensor, the warm-up speed must be set low in order to suppress the detection value error, and the time required for the initial setting becomes long. Therefore, there is a problem that productivity is lowered.

  The present invention has been made in view of the above-described problems, and provides an initial setting method for a mechanical automatic transmission that can perform warm-up operation accurately and efficiently while eliminating human factors through automation. With the goal.

An initial setting method for a mechanical automatic transmission according to the present invention is an initial setting method for a mechanical automatic transmission having a wet clutch capable of connecting and disconnecting engine power via lubricating oil, in order to solve the above-described problem. , and the lubricating oil temperature detection step of detecting the lubricating oil temperature detecting means the temperature of the lubricating oil, the detection value of the lubricating oil temperature detection means when it is lower than the predetermined lubricant temperature, before SL engine and the wet clutch A warm-up process for automatically performing a warm-up operation; and a learning process for performing learning on the characteristics of the mechanical automatic transmission after performing the first warm-up process. A map that prescribes the relationship between the detected value of the lubricating oil temperature detecting means and the execution time of the warming-up operation is prepared in advance and corresponds to the detected value based on the map from the detected value of the lubricating oil temperature detecting means. Above Determine the execution time of the air operation, to determine the warm-up operation amount by multiplying the execution time of該暖air operation to the output, the lubricating oil is supplied to the wet clutch by drivable oil pump by the engine power In the warm-up step, the warm-up operation is performed in a state in which at least one of an air conditioner that can be driven by the engine power, a temporary load, and an exhaust brake switch is turned off. .

  According to the present invention, the warm-up operation amount necessary for warming up from the detected value of the lubricating oil temperature detecting means to the target temperature is prepared in advance as a map, so that it is included in the detected value of the lubricating oil temperature detecting means. The warm-up operation with high accuracy can be performed without the influence of the time lag. In addition, by performing the warm-up operation according to the warm-up operation amount calculated based on the map, it is possible to perform the warm-up operation with a rapid heating rate, shortening the time required to complete the warm-up, and initial setting control Can be made more efficient.

In one aspect of the present invention, in the warm-up step, the warm-up operation amount actually performed by the warm-up operation is integrated over time, and the warm-up operation amount calculated based on the map The warm-up operation ends when the value reaches.
According to this aspect, the warm-up operation amount supplied by the warm-up operation is integrated over time, and the warm-up operation is performed until the integrated value reaches the warm-up operation amount (target value) calculated based on the map. As a result, the influence of the time lag included in the detection value of the lubricating oil temperature detecting means is eliminated, and the engine can be warmed up to the desired temperature with high accuracy.

In another aspect of the present invention, a heat dispersion step is provided after the warm-up step, in which a standby period for dispersing the amount of heat supplied by the warm-up operation is provided.
In the heat dispersion process, the learning process is performed with the clutch characteristics stabilized by dispersing the amount of heat applied to the lubricant and the clutch in the warm-up process by waiting for a predetermined period after the warm-up process. it can. As a result, learning accuracy can be improved and quality can be improved.

In another aspect of the present invention, the map defines a work amount to be performed by the warm-up operation as the warm-up operation amount.
According to this aspect, the warm-up operation amount given to the mechanical automatic transmission that is the warm-up target is accurately obtained by time-integrating the work amount supplied from the clutch or the like that causes heat generation during the warm-up operation. Can do.

In another aspect of the present invention, the map defines an implementation period of the warm-up operation as the warm-up operation amount.
According to this aspect, since the warm-up operation can be performed by simple timer control, the control logic can be simplified.

  According to the present invention, the warm-up operation amount necessary for warming up from the detected value of the lubricating oil temperature detecting means to the target temperature is prepared in advance as a map, so that it is included in the detected value of the lubricating oil temperature detecting means. The warm-up operation with high accuracy can be performed without the influence of the time lag. In addition, by performing the warm-up operation according to the warm-up operation amount calculated based on the map, it is possible to perform the warm-up operation with a rapid heating rate, shortening the time required to complete the warm-up, and initial setting control Can be made more efficient.

It is a figure which shows notionally the drive system of the vehicle carrying a mechanical automatic transmission. FIG. 2 is a schematic diagram illustrating a configuration example of FIG. 1. It is a flowchart of the initial setting control which concerns on a present Example. It is an example of the start conditions of initial setting control. It is a time chart which shows transition of the detected value of a lubricating oil temperature sensor, and the energy integrated value supplied by the said warming-up operation when warming-up operation is implemented. It is an example of the map which prescribes | regulates the relationship between lubricating oil temperature and warm-up operation amount. It is another example of the map which prescribes | regulates the relationship between lubricating oil temperature and warming-up operation amount. It is a graph which shows the relationship between the cooling water temperature of an engine, and the error contained in engine torque information.

  Hereinafter, embodiments of the present invention will be exemplarily described in detail with reference to the drawings. However, the dimensions, materials, shapes, relative arrangements, and the like of the components described in this embodiment are not intended to limit the scope of the present invention only to those unless otherwise specified. This is just an example.

FIG. 1 is a diagram conceptually showing a drive system of a vehicle equipped with a mechanical automatic transmission, and FIG. 2 is a schematic diagram showing a configuration example of FIG.
The vehicle 1 is equipped with a diesel engine (hereinafter referred to as “engine” as appropriate) 2 as a driving power source, and outputs power generated by compression ignition combustion. The output power of the engine 2 is output from the output shaft 4 after being converted into rotational motion by the crankshaft 3. The output shaft 4 is connected to the input shaft of the dual clutch transmission 5.

The dual clutch transmission 5 is an example of a mechanical automatic transmission, and a clutch 7 for connecting / disconnecting power from the engine 2 and power transmitted via the clutch 7 are shifted at a predetermined reduction ratio to the drive wheel side. A transmission 8 for transmission and a gear shift unit 19 for switching and controlling the gear position of the transmission 8 are provided.
The gear shift unit 19 (see FIG. 2) incorporates a plurality of hydraulic cylinders that operate shift forks (not shown) corresponding to the respective shift stages in the transmission 8 and a plurality of solenoid valves (not shown) that operate the hydraulic cylinders. ing. The electromagnetic valve operates the hydraulic cylinder of the corresponding gear stage in response to the switching operation of the change lever that selects the gear stage of the transmission 8, and the shift fork is operated.

Details of the dual clutch transmission 5 are described in, for example, Japanese Patent Application Laid-Open No. 2009-035168, and the like, so only a brief description will be given in this specification.
The dual clutch transmission 5 has a power transmission system in which odd-numbered gears and even-numbered gears are mutually independent, and when one of the gears is transmitting power, the other is set in advance to the next predicted gear. By switching, the system completes the shifting operation without interrupting power transmission.

  In this embodiment, the clutch 7 has an inner clutch 7a and an outer clutch 7b, and is connected to an odd-numbered gear stage and an even-numbered gear stage of the transmission 8, respectively. Thus, the dual clutch transmission 5 has two systems of a power transmission system including the inner clutch 7a and a power transmission system including the outer clutch 7b.

  The clutch 7 is a wet clutch that transmits power via lubricating oil, and is connected to a hydraulic circuit 10 for supplying hydraulic pressure. On the hydraulic circuit 10, there is provided an oil pump 22 that can apply a predetermined hydraulic pressure by pumping lubricating oil, and branches into two systems (10a and 10b) corresponding to the inner clutch 7a and the outer clutch 7b. ing. The hydraulic circuits 10a and 10b are respectively provided with linear solenoid valves 11a and 11b for hydraulic control. The connection / disconnection state of the inner clutch 7a and the outer clutch 7b is adjusted by adjusting the pressing pressure of the inner clutch 7a and the outer clutch 7b by controlling the applied hydraulic pressure by adjusting the opening degree of the linear solenoid valves 11a and 11b, respectively. Be controlled.

The oil pump 22 is a gear pump provided on the output shaft 4 of the engine 2 and is driven by the rotation of the engine 1. Therefore, the hydraulic pressure of the hydraulic circuit 10 decreases when the engine 2 is stopped, but when the engine 2 is started, the oil pump 22 starts pumping the lubricating oil, thereby supplying the hydraulic pressure necessary for the connection / disconnection control of the clutch 7. Is done.
An oil cooler 13 is provided in the hydraulic circuit 10 so that the lubricating oil heated by the clutch 7 can be dissipated to keep the lubricating oil temperature in an appropriate temperature range. The temperature of the lubricating oil is monitored by a lubricating oil temperature sensor 14 provided in the lubricating oil circuit 10, and the detected value is used for various controls in the ECU 20 described later.

The engine 2 has a built-in cooling water circuit 6 through which the cooling water circulates, and a part thereof is connected to a radiator 12 disposed outside the engine 2 (in FIG. 2, the cooling visible to the outside of the engine 2). The water circuit is indicated by reference numeral 15). The cooling water circuit 15 is provided with a thermostat 16 that controls the flow rate of the cooling water in accordance with the cooling water temperature, and manages the temperature of the cooling water. For example, when the cooling water temperature is low, the thermostat 16 is switched to the closed state, and the cooling water is quickly heated by being circulated inside the engine 2 (in this case, the cooling water is supplied to the radiator 12 by the thermostat 16). Is not done). On the other hand, when the cooling water temperature is sufficiently raised, the thermostat 16 is switched to the open state, and the cooling water is sent to the radiator 15 side to dissipate heat, so that the temperature range is maintained. The engine 2 is provided with a fan 30 for air-cooling the radiator 12.
A cooling water temperature sensor 17 for monitoring the cooling water temperature is installed on the upstream side of the thermostat 16 (inside the engine 2) in the cooling water circuit 15, and the detected value is controlled in various ways in the ECU 20 described later. Used for

  The ECU 20 is an electronic control unit that performs various controls required for the vehicle 1 (for example, operation control of the engine 2 (control of fuel injection timing, fuel injection amount, etc.) and initial setting control of the dual clutch transmission 5 described later). Based on detection values acquired from various sensors such as the lubricating oil temperature sensor 14 and the cooling water temperature sensor 17, control is performed according to control logic stored in advance in a storage unit such as a memory.

  Since the dual clutch transmission 5 performs a mechanical shift operation, a characteristic difference is likely to occur between individuals due to manufacturing variations of components. Therefore, for example, when the dual clutch transmission 5 is newly installed in the vehicle 1 (specifically, before the factory shipment of the vehicle manufactured on the production line or during replacement work at the service base), the dual clutch transmission 5 When the mechanical performance is initialized, such as when the lubricating oil is replaced, initial setting control described below is performed.

FIG. 3 is a flowchart of the initial setting control.
When starting the initial setting control, the ECU 20 determines whether or not a predetermined start condition is satisfied (step S101). When the start condition is satisfied (step S101: YES), the ECU 20 executes the following various processes by starting automatic sequence control by executing a program stored in advance in a storage unit such as a memory (step S102). ).

Here, the determination process of the start condition in step S101 will be described step by step with reference to FIG. FIG. 4 is a flowchart showing details of the start condition determination process in step S101 of FIG.
First, in step S201, a condition for shifting the operation mode of the vehicle 1 from the normal state to the initial setting mode standby state for performing the initial setting is determined. Here, when the following conditions (a) to (h) are sequentially performed by the operator, it is determined that the conditions are satisfied.
(A) The vehicle is stopped on a smooth road.
(B) The start key has been turned ON.
(C) The engine is stopped.
(D) The air conditioner, bodywork load (compressor for refrigerator, etc.) and exhaust brake switch are in the OFF state.
(E) The accelerator pedal is turned on.
(F) The foot brake is turned on.
(G) The change lever is held in the A / M range (manual range in which the transmission gear stage is maintained) after being held in the D range (traveling range) for a predetermined period.
(H) The parking brake is turned off for a predetermined period after the parking brake is turned on for a predetermined period, and further turned on.
By determining such conditions (a) to (h), the vehicle 1 can be safely secured when the warm-up operation described later is performed. By preventing a part from being consumed by these devices, the output of the engine 1 can be reliably transmitted to the dual clutch transmission 5 side and the accuracy of the engine torque information can be ensured (that is, the ECU 20 can output the output of the engine 1). The error between the value acquired as the torque and the torque value actually transmitted to the dual clutch transmission 5 can be reduced).

When it is determined that the conditions (a) to (h) are satisfied (step S201: YES), the ECU 20 shifts the vehicle 1 to the initial setting mode standby state (step S202), and the operator performs the next operation (i). It is determined whether or not (j) has been performed (step S203).
(I) To turn off the accelerator pedal.
(J) Operating the change lever to the P range.
When the operations (i) and (j) are confirmed (step S203: YES), the ECU 20 automatically starts the engine 2 (step S204) and starts the initial setting control by executing the automatic sequence control (step S102). . By determining the operations (i) and (j) in this way, it is possible to confirm whether or not the operator has an intention to actually execute the following control from the initial setting mode standby state.
The engine start in step S204 may be performed manually by the operator, and automatic sequence control may be started when the ECU 20 detects the engine start.

  Returning to FIG. 3, when the automatic sequence control is started in step S102, the ECU 20 performs heat dispersion control (step S103). In the heat dispersion control, the heat accumulation of heat generation factors such as the clutch 7 is dispersed by waiting for a predetermined period (for example, 30 seconds) set in advance. For example, the amount of heat is stored in the clutch 7 when traveling with a high clutch load is performed before the start of the initial setting control, or when the initial setting control is temporarily interrupted and re-executed. In such a case, it is possible to accurately detect the temperature with the lubricating oil temperature sensor 14 installed on the hydraulic circuit 10 by waiting for the accumulated heat of the heat generation factor to be sufficiently dispersed in the lubricating oil or the like.

  Since the lubricating oil temperature sensor 14 installed on the hydraulic circuit 10 is disposed at a position not far from a portion that functions as a heat generation factor during the warm-up operation of the inner clutch 7a and the outer clutch 7b, It takes time for the amount of heat output from the heat generation factor to be transmitted to the lubricating oil temperature sensor 14. Therefore, in step S103, by waiting for a period necessary for heat dispersion, the time lag factor included in the detection value of the lubricating oil temperature sensor 14 can be eliminated, and the detection accuracy can be improved.

  During the heat dispersion control, the ECU 20 may promote the heat dispersion by increasing the rotational speed of the engine 2 from the idle rotational speed. Since the oil pump 22 provided in the hydraulic circuit 10 operates in conjunction with the output shaft 4 of the engine 2, by increasing the engine speed, the circulation amount in the hydraulic circuit 10 is increased and heat is dispersed from the heat generation factor. Can be promoted. By quickly carrying out heat dispersion in this way, the time required for the initial setting control can be shortened and efficiency can be improved.

  In the standby period in the heat dispersion control, it is preferable to shorten the time required for the initial setting control by performing other control related to the initial setting control using this time. The other control is not limited to a range in which the influence of the lubricating oil temperature is small, but in this embodiment, in particular, the waiting period of about 30 seconds is divided into two stages to learn the gear shift position (20 seconds). ) And hydraulic oil filling control (10 seconds) to a cylinder mechanism (not shown) for operating the clutch 7 is performed.

In the gear shift position learning control, the gear shift unit 19 that performs the shift operation of the dual clutch transmission 5 associates the detection value of the position sensor with the gear position corresponding to each gear position. In the hydraulic oil filling control, hydraulic oil (similar to lubricating oil) is pumped up from the oil pan to the cylinder mechanism for driving the clutch 7 and filled.
As described above, the initial setting control can be efficiently performed by performing other control using the standby period in the heat distribution control.

  When the heat dispersion control is completed, the ECU 20 acquires the detection value of the lubricating oil temperature sensor 14 to determine whether the lubricating oil temperature TL is lower than a predetermined value TL1 (for example, 45 ° C.) (step S104). When the lubricating oil temperature TL is lower than the predetermined value TL1 (step S104: YES), it is determined that the warming-up operation needs to be performed because the lubricating oil is at a low temperature, and the warming-up operation amount necessary for the warming-up operation Q is calculated (step S105).

  FIG. 5 is a time chart showing the transition of the state of implementation of the warm-up operation, the detection value of the lubricating oil temperature sensor 14, and the energy integrated value supplied by the warm-up operation. Here, as shown in FIG. 5 (a), the detected value and the integrated energy value of the lubricating oil temperature sensor 14 when the warm-up operation is performed from time t1 to time t2 are shown in FIGS. 5 (b) and 5 respectively. It is shown in (c).

  The detected value of the lubricating oil temperature sensor 14 rises from the initial value TL0 (0 ° C.) to the target value TL1 (50 ° C.) at a timing delayed from the time t1 with respect to the warm-up operation performed from time t1 to time t2. doing. As described above, since the lubricant temperature sensor 14 is provided at a position away from the clutch 7 that causes heat generation during the warm-up operation, the detection value TL has a time lag corresponding to the sensor mounting position. ing. Thus, since the detection value of the lubricating oil temperature sensor 14 has a time lag, if the warm-up operation amount Q is controlled in a feedback manner based on the detection value TL, supply energy becomes excessive, Lubricating oil temperature exceeds the target value.

  Therefore, in step S105, a relationship between the detected value of the lubricating oil temperature sensor 14 and the warm-up operation amount Q for raising the temperature of the lubricating oil to the target value TL1 when the detected value is obtained is prepared as a map 21 in advance. The warm-up operation amount Q is calculated by applying the actual detection value TL of the lubricating oil temperature sensor 14 to the map 21. Such a map 21 is stored in advance in a storage unit such as a memory built in the ECU 20.

  An example of the map 21 is shown in FIG. In this example, the amount of work required for warming up the desired lubricating oil or equipment to the target temperature is defined as the warming-up operation amount Q, and as the lubricating oil temperature TL increases, the warm-up operation amount Q becomes smaller. A decreasing trend is shown. That is, when the lubricating oil temperature TL is low, the energy required for temperature increase increases, so the warm-up operation amount Q increases. On the other hand, when the lubricating oil temperature TL is high, the energy required for temperature increase decreases, so The quantity Q tends to be small. According to the map 21 in FIG. 6, the warm-up operation amount Q required when the lubricating oil temperature TL is increased from 0 ° C. to 50 ° C. is 2 KJ, and is required when the temperature is increased from 25 ° C. to 50 ° C. The warm-up operation amount Q is 1 KJ.

If the output from the heat generation factor during the warming-up operation can be regarded as substantially constant, the map 21 may be set as the warming-up operation amount Q using the warming-up operation execution period t as a parameter (that is, warming up by timer control). Machine operation may be performed). In this case, by defining the lubricating oil temperature TL and the warm-up operation execution period t corresponding to the temperature in the map 21, the following equation: warm-up operation amount = warm-up energy source output per unit time × warm-up The warm-up operation amount Q can be calculated based on the execution period of the machine operation. In this case, it is advantageous in that the control logic for performing the warm-up operation can be simplified. An example of the map 21 corresponding to this case is shown in FIG.

Returning to FIG. 3, when the warm-up operation amount Q is calculated in this way, the first warm-up process is performed in step S106. In the first warm-up process, the warm-up operation is performed until the energy integrated value output from the heat generation factor by the warm-up operation reaches the warm-up operation amount Q calculated in step S105. That is, while the warm-up operation is being performed, the ECU 20 accumulates the energy amount supplied by the warm-up operation as needed, and ends the warm-up operation at a timing when the accumulated amount reaches the warm-up operation amount Q ( (See FIG. 5 (c)).
In step S106, the ECU 20 slips on the clutch 7 while increasing the rotational speed of the engine 2 to generate a stirring resistance of the lubricating oil (for example, increasing the engine rotational speed from about 650 rpm to about 1750 rpm). The warm-up operation is performed by performing the half-clutch control so that the frictional heat due to is generated.

  During the warm-up operation, the clutch 7 is half-clutch-controlled while the engine 2 is starting, so that a little power is transmitted to the drive wheels. Therefore, the vehicle 1 does not move against the operator's intention and the warm-up operation can be performed safely.

When the warm-up operation is started in the first warm-up process, the ECU 20 determines whether the lubricating oil temperature TL is lower than the predetermined value TL1 and whether the clutch temperature TC is lower than the predetermined value TC1. It is monitored whether the temperature of the lubricating oil and the clutch 7 is excessively increased during the machine operation (step S107). The reason for monitoring not only the lubricating oil temperature TL but also the clutch temperature TC is that there may be a temperature difference between the lubricating oil and the clutch 7 as described above.
When it is difficult to directly measure the clutch temperature TC with a sensor, for example, the difference between the rotational speed of the input system from the engine 2 to the clutch 7 and the rotational speed of the output system from the clutch 7 to the drive wheel. The clutch temperature may be estimated and used by calculating the amount of heat generated by the clutch 7 from the product of the rotation speed difference calculated from the above and the shaft torque of the engine 2.

If excessive temperature rise is not confirmed in the lubricant and clutch 7 in step S107 (step S107: YES), the ECU 20 continues the warm-up operation according to the warm-up operation amount Q calculated in step S105, and the supplied energy The warm-up operation is completed at the timing when the integrated value reaches the warm-up operation amount Q (step S108).
On the other hand, if excessive heating of the lubricating oil or clutch 7 is confirmed in step S107 (step S107: NO), if the warm-up operation is continued, the lubricating oil and clutch 7 may be further heated and damaged. Therefore, the warm-up operation is interrupted halfway without waiting for the supplied energy integrated value to reach the warm-up operation amount Q (step S109).

Thus, in the first warm-up process, by performing the warm-up operation according to the warm-up operation amount Q calculated based on the map 21, the influence of the time lag of the detected value of the lubricant temperature sensor 14 is eliminated, Warm-up control can be performed with high accuracy.
In addition, by performing the warm-up operation according to the warm-up operation amount Q calculated based on the map 21, it is possible to perform the warm-up operation with a rapid heating rate. If the warm-up operation is performed in a feedback manner based on the detection value of the lubricating oil temperature sensor 14, a detection error caused by a time lag occurs, so the heating rate has to be reduced. Since the required warm-up operation amount Q can be accurately obtained based on this, the heating rate can be set rapidly. As a result, the time required to complete warm-up can be shortened, and the initial setting control can be made efficient.

  On the other hand, when the lubricating oil temperature TL is equal to or higher than the predetermined value TL1 in step S104 (step S104: YES), the ECU 20 performs a second warm-up process (step S110). In this case, it has been confirmed that the lubricating oil has already been sufficiently heated based on the detection value of the lubricating oil temperature sensor 14, but as described above, there is a temperature difference between the clutch 7 and the lubricating oil. There is a case. For this reason, even when the lubricant is sufficiently warmed up, the clutch 7 may be insufficiently warmed up. In step S110, even when the lubricating oil temperature is sufficiently high, the warm-up operation is performed, so that the warm-up is reliably completed by raising the temperature of the clutch.

  The warm-up operation performed in the second warm-up process is similar to the first warm-up process, for example, while generating a stirring resistance of the lubricating oil by increasing the engine speed (for example, engine rotation The number is increased from an idle speed of 650 rpm to about 1750 rpm), and half-clutch control is performed so that the clutch 7 slips and frictional heat is generated. However, in step S110, it has been confirmed that the warm-up of the lubricating oil has already been completed, so it is sufficient to supply the warm-up operation amount necessary for raising the temperature of the clutch 7. Generally, since the clutch 7 has a small heat capacity, a shorter warm-up operation period is required compared to the first warm-up process in which both the lubricating oil and the clutch 7 need to be heated. That is, the first warm-up process and the second warm-up process are common in that the engine speed is increased and the clutch is slipped, but the second warm-up process is such a warm-up operation. The period for carrying out the process is shorter than that in the first warm-up process.

  Thus, after performing warm-up operation according to each case, ECU20 implements heat dispersion control by waiting for a predetermined period (step S111). Thereby, the heat quantity given to lubricating oil and a clutch by the above-mentioned 1st warming-up process and the 2nd warming-up process can be disperse | distributed, and a clutch characteristic can be stabilized.

  Subsequently, the ECU 20 determines whether or not the coolant temperature of the engine 2 is equal to or higher than a predetermined value TW1 by acquiring the detection value TW of the coolant temperature sensor 17 (step S112). In a learning process described later, the ECU 20 acquires a clutch control instruction value that is an index indicating the connection / disconnection state of the clutch 7 and engine torque information F that indicates the output torque from the engine 2, and is actually transmitted via the clutch 7. Learn how much torque (actual clutch transmission torque) will be. Thus, the magnitude of the error included in the engine torque information F used in the learning process depends on the warm-up state of the engine 2.

FIG. 8 is a graph showing the relationship between the coolant temperature TW of the engine 2 and the error included in the engine torque information F. As shown in this figure, the error tends to increase as the cooling water temperature TW becomes lower. In particular, if the error exceeds 10%, the learning accuracy is greatly affected, which is a problem. This is considered to be caused by the fact that when the engine is cold, accurate engine torque information cannot be obtained due to the influence of an increase in the agitation resistance and mechanical friction resistance of the lubricating oil and variations in the combustion state.
If learning is performed when the engine 2 is not warmed up in this way, a corresponding error is included in the learning result, which may lead to quality degradation. In particular, the dual clutch transmission 5 is problematic because when the learning accuracy is lowered, adverse effects such as an increase in shift shock and unintentional racing are generated.

  In view of such a problem, in step S112, the engine 2 is warmed up by determining whether or not the coolant temperature TW of the engine 2 is equal to or higher than the predetermined value TW1, and the error of the engine torque information F is sufficiently large. Check if it is small. When the cooling water temperature TW is equal to or higher than the predetermined value TW1 (step S112: YES), the learning process is performed assuming that the error of the engine torque information F is small (step S113).

  As described above, since the load is applied to the engine 2 when the warm-up operation is performed in the first or second warm-up process, basically, if the vehicle 1 is in a normal state, step S112 is performed. Then, the coolant temperature TW is equal to or higher than the predetermined value TW1, and the warm-up of the engine 2 must be completed. Nevertheless, if the cooling water temperature TW is lower than the predetermined value TW1 in step S112 (step S112: NO), there is a possibility that there is a problem in the vehicle 1, so that the learning process is not performed. Then, the initial setting control is terminated (END).

  When the cooling water temperature TW is lower than the predetermined value TW1 in step S112 (step S112: NO), the cooling water temperature TW reaches the predetermined value TW1 or more by further continuing the warm-up operation of the engine 2. You may make it implement a learning process after waiting until.

  The predetermined value TW1 used as the determination threshold in step S112 may be defined as a range in which the influence of the error of the engine torque information F on the learning can be tolerated, and preferably the error of the engine torque information F is within 10%. The range is good. More preferably, the cooling water temperature TW of the engine 2 may be set in a temperature range in which the temperature is 15 to 20 ° C. or higher.

  Here, the detected value of the cooling water temperature sensor 17 is used as the cooling water temperature TW used for the determination in step S112. The cooling water temperature sensor 17 is a front side (upstream side) of the thermostat 16 in the cooling water circuit 15. ). When the engine 2 is in a cold state, the thermostat 16 is closed, so that the cooling water does not circulate to the radiator side and is heated inside the engine 2. By disposing the cooling water temperature sensor 17 upstream of the thermostat 16 (inside the engine 2), it is possible to detect the warm-up of the engine 2 at an early timing. The initial setting control can be made more efficient.

  In step S113, a learning process is performed. Since the clutch 7 is a wet clutch, it has characteristics that are easily affected by temperature. However, the clutch 7 and the lubricating oil can be managed at an appropriate temperature by performing the warm-up operation as described above. Learning can be performed under stable equipment characteristics. As a result, the temperature management during the initial setting work is reliably performed, the initial setting accuracy failure due to insufficient warm-up can be eliminated, and the quality can be ensured.

  As described above, when it is determined that the temperature of the lubricating oil is low based on the detection value of the lubricating oil temperature sensor 14 during the initial setting, the warm-up operation is automatically performed. Conventionally, the warm-up operation has been performed by manual operation. However, by automating the warm-up operation, human factors can be eliminated, and the initial setting can be performed with high accuracy and efficiency. As a result, the quality of the mechanical automatic transmission can be improved and the efficiency of the initial setting work can be improved.

  The present invention is applicable to an initial setting method for a mechanical automatic transmission having a wet clutch.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Engine 3 Crankshaft 4 Output shaft 5 Dual clutch transmission 6 Input shaft 7 Clutch 8 Transmission 10 Hydraulic circuit 11 Linear solenoid valve 12 Radiator 13 Oil cooler 14 Lubricating oil temperature sensor 15 Cooling water circuit 16 Thermostat 17 Cooling water temperature sensor 19 Gear shift unit 20 ECU
21 Map 22 Oil pump

Claims (3)

An initial setting method for a mechanical automatic transmission having a wet clutch capable of connecting and disconnecting engine power via lubricating oil,
A lubricating oil temperature detecting step of detecting the temperature of the lubricating oil by a lubricating oil temperature detecting means;
If the detected value of the lubricating oil temperature detection means is lower than a predetermined lubricant temperature, a warm-up step of automatically carrying out the warm-up operation before SL engine and the wet clutch,
After performing the first warm-up step, comprising a learning step to learn about the characteristics of the mechanical automatic transmission,
In the warming-up step, a map that defines the relationship between the detection value of the lubricating oil temperature detection means and the execution time of the warming-up operation is prepared in advance, and based on the map from the detection value of the lubricating oil temperature detection means. The warm-up operation time corresponding to the detected value is obtained, and the warm-up operation amount is determined by multiplying the output by the warm-up operation time .
The lubricating oil is configured to be supplied to the wet clutch by an oil pump that can be driven by the engine power,
In the warming-up process, the warming-up operation is performed in a state where at least one of an air conditioner that can be driven by the engine power, a temporary load, and an exhaust brake switch is turned off. Initial setting method of the machine. In the warm-up step, the warm-up operation amount actually performed by the warm-up operation is integrated over time, and the warm-up operation is performed when the integrated value reaches the warm-up operation amount calculated based on the map. 2. The initial setting method for a mechanical automatic transmission according to claim 1 , wherein the operation is terminated. 3. The mechanical automatic transmission according to claim 1, further comprising a heat dispersion step of providing a standby period for dispersing the amount of heat supplied by the warm-up operation after the warm-up step. Initial setting method.

Images