Patent Publication Number: US-2022235859-A1

Title: Cooling system for vehicle

Description:
This application claims priority from Japanese Patent Application No. 2021-011552 filed on Jan. 27, 2021, the disclosure of which is herein incorporated by reference in its entirety. 
     FIELD OF THE INVENTION 
     The present invention relates to a cooling system for a vehicle, and more particularly to a cooling system including a load limiting portion configured to limit a load when a temperature of a power transmission apparatus exceeds a predetermined limit temperature value. 
     BACKGROUND OF THE INVENTION 
     There is known a vehicle cooling system including (a) a temperature detection device configured to detect a temperature related to a power transmission apparatus and (b) an electric control apparatus including a load limiting portion configured to limit a load applied to the power transmission apparatus when the temperature detected by the temperature detection device exceeds a predetermined limit temperature value. A system disclosed in JP-2010-196852A is an example of such a system. In the disclosed system, a high-load operation is inhibited when a temperature (T/M oil temperature) of a transmission as the power transmission apparatus is not lower than a predetermined threshold value (see paragraph [0022] in the Japanese Patent Application Publication). 
     SUMMARY OF THE INVENTION 
     However, when the load applied to the power transmission apparatus is limited, an original performance of the vehicle related to the power transmission apparatus could be compromised. With the load applied to the power transmission apparatus being limited, a fuel economy performance and a drivability such as acceleration performance and driving feeling could be reduced, for example, where the power transmission apparatus is a transmission or any other apparatus related to a drive power. 
     The present invention was made in view of the background art described above. It is therefore an object of the present invention to suppress transition to limitation of a load applied to a power transmission apparatus, by cooling the power transmission apparatus before a temperature of the power transmission apparatus reaches a limit temperature value. 
     The object indicated above is achieved according to the following aspects of the present invention. 
     According to a first aspect of the invention, there is provided a cooling system for a vehicle that includes a power transmission apparatus and a temperature detection device configured to detect a temperature related to the power transmission apparatus, the cooling system comprising: a cooling fan configured to cool the power transmission apparatus; and an electronic control apparatus including a load limiting portion configured, when the temperature detected by the temperature detection device exceeds a limit temperature value, to limit a load applied to the power transmission apparatus, wherein the electronic control apparatus includes a fan-rotation control portion configured to determine whether the detected temperature is equal to or higher than a fan-cooling temperature value that is lower than the limit temperature value, and to control rotation of the cooling fan, such that the cooling fan is rotated when the detected temperature is equal to or higher than the fan-cooling temperature value, and such that a rotational speed of the cooling fan is higher when a temperature of the power transmission apparatus is high, than when the temperature of the power transmission apparatus is low, namely, the rotational speed of the cooling fan is increased with increase of the temperature of the power transmission apparatus. It is preferable that the temperature of the power transmission apparatus is reduced by rotation of the cooling fan. However, by the rotation of the cooling fan, the temperature of the power transmission apparatus does not necessarily have to be reduced as long as increase of the temperature of the power transmission apparatus is suppressed. 
     According to a second aspect of the invention, in the cooling system according to the first aspect of the invention, the fan-rotation control portion is configured to control the rotation of the cooling fan, based on the detected temperature or a physical quantity that influences the temperature of the power transmission apparatus, such that the rotational speed of the cooling fan is higher when the temperature of the power transmission apparatus is high, than when the temperature of the power transmission apparatus is low, namely, the rotational speed of the cooling fan is increased with increase of the temperature of the power transmission apparatus. 
     According to a third aspect of the invention, in the cooling system according to the second aspect of the invention, the power transmission apparatus is configured to transmit an output of a driving prime mover provided in the vehicle, to drive wheels of the vehicle, wherein the fan-rotation control portion is configured to control the rotation of the cooling fan, depending on the physical quantity in the form of a running speed of the vehicle or a prime-mover rotational speed that is a rotational speed of the driving prime mover, such that the rotational speed of the cooling fan is higher when the running speed or the prime-mover rotational speed is high, than when the running speed or the prime-mover rotational speed is low, namely, the rotational speed of the cooling fan is increased with increase of the running speed or the prime-mover rotational speed. 
     According to a fourth aspect of the invention, in the cooling system according to any one of the first through third aspects of the invention, the cooling fan is configured to reduce an atmospheric temperature around the power transmission apparatus, by blowing outside air to the power transmission apparatus. 
     According to a fifth aspect of the invention, in the cooling system according to any one of the first through forth aspects of the invention, the fan-rotation control portion is configured to determine whether a running speed of the vehicle is equal to or higher than a fan-cooling speed value, wherein the fan-rotation control portion is configured to control the rotation of the cooling fan, namely, cause the cooling fan to be rotated when the running speed is equal to or higher than the fan-cooling speed value, and to stop the rotation of the cooling fan when the running speed is lower than the fan-cooling speed value. 
     According to a sixth aspect of the invention, in the cooling system according to any one of the first through fifth aspects of the invention, the vehicle includes an internal combustion engine as the driving prime mover, wherein the power transmission apparatus is an automatic transmission which is disposed adjacent to the engine in a width direction of the vehicle, and which is configured to transmit rotation of the engine to drive wheels of the vehicle at a variable gear ratio, wherein the temperature detection device is configured to detect, as the temperature related to the power transmission apparatus, a transmission lubricant temperature that is a temperature of a lubricant oil of the automatic transmission, wherein the automatic transmission is provided with an oil circulation circuit that includes an oil pump configured to circulate the lubricant oil in the oil circulation circuit and an oil cooler configured to cool the lubricant oil by heat exchange, wherein the engine is provided with a refrigerant circulation circuit that includes a refrigerant pump configured to circulate a refrigerant in the refrigerant circulation circuit and a radiator disposed on a front side of the engine in a running direction of the vehicle so as to cool the refrigerant by outside air, and wherein the cooling fan is disposed on a front side of the radiator in the running direction of the vehicle so as to reduce the atmospheric temperature of the automatic transmission by blowing the outside air to the automatic transmission as well as to the radiator. 
     According to a seventh aspect of the invention, in the cooling system according to the sixth aspect of the invention, the refrigerant circulation circuit is connected to the oil cooler such that the lubricant oil is cooled by the refrigerant through the oil cooler. 
     According to an eighth aspect of the invention, in the cooling system according to any one of the first through fifth aspects of the invention, a condenser of an air conditioner is disposed on a front side of the power transmission apparatus in a running direction of the vehicle, wherein the cooling fan is disposed on a front side of the condenser in the running direction of the vehicle so as to reduce the atmospheric temperature of the automatic transmission by blowing outside air to the automatic transmission as well as to the condenser. 
     According to a ninth aspect of the invention, in the cooling system according to any one of the first through eighth aspects of the invention, the power transmission apparatus includes engagement devices each of which is to be engaged and released, wherein the load limiting portion is configured, when the detected temperature exceeds the limit temperature value, to limit a load applied to the engagement devices. 
     In the cooling system according to any one of the first through ninth aspects of the invention, the power transmission apparatus is cooled by rotating the cooling fan before the detected temperature related to the power transmission apparatus reaches the limit temperature value, so that it is possible to suppress transition to the load limiting control that is to be executed by the load limiting portion, and accordingly to appropriately maintain an original performance of the vehicle related to the power transmission apparatus. Further, since rotation of the cooling fan is controlled such that the rotational speed of the cooling fan is higher when the temperature of the power transmission apparatus is high than when the temperature is low, the power transmission apparatus is appropriately cooled depending on the temperature of the power transmission apparatus while the noise generated by rotation of the cooling fan is suppressed when the temperature of the power transmission apparatus is relatively low. 
     In the cooling system according to the third aspect of the invention, the rotation of the cooling fan is controlled depending on the vehicle running speed or the prime-mover rotational speed such that the rotational speed of the cooling fan is higher when the running speed or the prime-mover rotational speed is high, than when the running speed or the prime-mover rotational speed is low. The power transmission apparatus is appropriately cooled depending on the temperature, and the noise generated by the rotation of the cooling fan is mixed with vehicle noise generated depending on the vehicle running speed or the prime-mover rotational speed so as to become unnoticeable. In other words, the vehicle noise is increased with increases of the prime-mover rotational speed and the running speed, and the noise generated by the rotation of the cooling fan becomes unnoticeable owing to the increase of the vehicle noise. Thus, it is possible to suppress the transition to the load limiting control, by increasing a cooling performance for the power transmission apparatus by increasing the rotational speed of the cooling fan with increase of the prime-mover rotational speed or running speed, to such an extent that does not affect an anti-noise performance. 
     In the cooling system according to the fourth aspect of the invention, the atmospheric temperature is reduced by blowing the outside air onto the power transmission apparatus by the cooling fan, so that the power transmission apparatus is appropriately cooled with reduction of the atmospheric temperature, whereby the transition to the load limiting control can be suppressed. 
     In the cooling system according to the fifth aspect of the invention, the rotation of the cooling fan is controlled or caused for cooling the power transmission apparatus when the running speed is equal to or higher than the predetermined fan-cooling speed value, and the rotation of the cooling fan is stopped when the running speed is lower than the fan-cooling speed value. That is, in a case in which the noise generated by the rotation of the cooling fan is relatively large with the vehicle noise generated by the driving prime mover being small, for example, during stop or running of the vehicle at an extremely low speed, a higher priority is given to prevention of generation of the noise generated by the rotation of the cooling fan rather than to cooling of the power transmission apparatus, so that a high-quality ride comfortability (tranquility) can be maintained. 
     In the cooling system according to the sixth aspect of the invention in which the power transmission apparatus is the automatic transmission disposed adjacent to the engine as the driving prime mover, the automatic transmission is provided with the oil circulation circuit that includes the oil cooler configured to cool the lubricant oil, while the engine is provided with the refrigerant circulation circuit that includes the radiator configured to cool the engine-cooling refrigerant by the outside air, so that the atmospheric temperature of the automatic transmission is reduced by the cooling fan which is disposed on the front side of the radiator and which is configured to blow the outside air to the automatic transmission as well as to the radiator. That is, the automatic transmission is cooled with reduction of the atmospheric temperature which is made by blowing the outside air to the automatic transmission by the cooling fan, thereby appropriately suppressing the transition to the load limiting control that is to be executed by the load limiting portion. Further, the atmospheric temperature of the automatic transmission is reduced by utilizing the cooling fan configured to blow the air to the engine-cooling radiator. Therefore, the automatic transmission can be cooled by carrying out the present invention in a simple and inexpensive manner, namely, by simply causing the cooling fan to be rotated when the lubricant oil temperature is not lower than the fan-cooling temperature value, without need of drastic design change and parts addition. 
     In the cooling system according to the seventh aspect of the invention, the refrigerant circulation circuit is connected to the oil cooler of the oil circulation circuit such that the lubricant oil is cooled through the oil cooler by the refrigerant that is cooled by the radiator. Thus, with the rotational speed of the cooling fan (that is configured to blow the air to the radiator) being controlled depending on the temperature of the automatic transmission, the automatic transmission is appropriately cooled together with reduction of the atmospheric temperature whereby the transition to the load limiting control is more appropriately suppressed. 
     In the cooling system according to the eighth aspect of the invention, the outside air is blown to the power transmission apparatus as well as to the condenser, by the cooling fan disposed on the front side of the condenser of the air conditioner. The power transmission apparatus is cooled by reduction of the atmospheric temperature of the power transmission apparatus, which is made by utilization of the cooling fan configured to blow the air to the condenser, so that the power transmission apparatus can be cooled by carrying out the present invention in a simple and inexpensive manner, namely, by simply causing the cooling fan to be rotated when the detected temperature related to the power transmission apparatus is not lower than the fan-cooling temperature value, without need of drastic design change and parts addition. 
     In the cooling system according to the ninth aspect of the invention, the power transmission apparatus includes the engagement devices, and the load applied to the engagement devices is limited when the detected temperature exceeds the limit temperature value. With the load applied to the engagement devices such as the lockup clutch being limited, namely, with an engaging torque or an input torque of each of the engagement devices being limited, an original performance of the power transmission apparatus such as a drivability and a fuel economy performance could be reduced. However, with the transition to the load limiting control being suppressed by cooling made by the cooling fan, it is possible to appropriately maintain the original performance of the power transmission apparatus, namely, to appropriately obtain the effect of the present invention. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a schematic view showing a drive apparatus of a vehicle, to which the present invention is applied, and showing also a cooling system provided in the vehicle; 
         FIG. 2  is a flow chart showing a control routine to be executed by a load limiting portion that is functionally included in an electronic control apparatus shown in  FIG. 1 , so as to limit a load applied to an automatic transmission shown in  FIG. 1 ; 
         FIG. 3  is a flow chart showing a control routine to be executed by a TM-cooling-rotation control portion that is functionally included in the electronic control apparatus shown in  FIG. 1 , so as to cool the automatic transmission by rotating a cooling fan; 
         FIG. 4  shows, by way of example, a map that is to be used to set a TM duty ratio Dt to a value variable depending on an engine rotational speed NE at step S 4  in the control routine shown in  FIG. 3 : 
         FIG. 5  shows an example of the map shown in  FIG. 4 ; 
         FIG. 6  is a view for explaining another embodiment of the present invention, wherein the view corresponds to the view of  FIG. 1 ; 
         FIG. 7  is a view for explaining still another embodiment of the present invention, wherein the view corresponds to the view of  FIG. 1 ; 
         FIG. 8  is a flow chart for explaining still another embodiment of the present invention, wherein the flow chart corresponds to the flow chart of  FIG. 3 ; 
         FIG. 9  shows, by way of example, a map that is to be used to set the TM duty ratio Dt to a value variable depending on a vehicle running speed V at step S 4 - 1  in a control routine shown in  FIG. 8 ; 
         FIG. 10  is a flow chart for explaining still another embodiment of the present invention, wherein the flow chart corresponds to the flow chart of  FIG. 3 ; and 
         FIG. 11  shows, by way of example, a map that is to be used to set the TM duty ratio Dt to a value variable depending on a lubricant oil temperature THoil at step S 4 - 2  in a control routine shown in  FIG. 10 . 
     
    
    
     DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS 
     The present invention is applicable to various types of vehicles such as an engine drive vehicle including a single driving prime mover in the form of an engine (internal combustion engine), a hybrid electric vehicle of parallel or series type including driving prime movers in the form of an engine (internal combustion engine) and an electric motor, and an electric vehicle including a single driving prime mover in the form of an electric motor. The power transmission apparatus may be, for example, an automatic transmission configured to transmit rotation of the driving prime mover such as the engine and the electric motor, to drive wheels at a variable gear ratio, a fluid-type transmission such as a torque converter, a planetary gear device and an engagement device such as a lockup clutch and a friction clutch. The load limiting portion may be, for example, a portion configured to limit an input torque inputted to the power transmission apparatus, inhibit shift to a certain gear position or positions in the automatic transmission, or inhibit a slip control of the engagement device, such that a temperature of the engagement device or a friction member included in the power transmission apparatus does not exceed a guaranteed temperature. The automatic transmission may be a step variable transmission of planetary gear type or two-shaft meshing type, a continuously variable transmission of belt type, or an electrically-operated continuously variable transmission including a planetary gear device and/or a limited slip differential device. 
     The temperature related to the power transmission apparatus may be, for example, a temperature of a lubricant oil used in the power transmission apparatus, which can be detected directly by an oil temperature sensor or the like. Where the power transmission apparatus is a frictional engagement device, for example, the temperature may be calculated by subtracting an amount of heat radiation (by an outside air, for example) from an amount of heat generation (by an engaging torque, for example). The temperature of the lubricant oil also can be calculated or estimated from the heat generation amount and the heat radiation amount, for example. Further, the temperature related to the power transmission apparatus may be also a temperature of a casing of the power transmission apparatus which is other than the temperature of the lubricant oil. The cooling fan configured to cool the power transmission apparatus is constituted by preferably an existing cooling fan such as a cooling fan provided to blow an outside air to a radiator through which an engine-cooling refrigerant is to flow or a cooling fan provided to blow the outside air to a condenser of an air conditioner. However, the cooling fan configured to cool the power transmission apparatus may be constituted by a cooling fan provided to exclusively cool the power transmission apparatus. The physical quantity that influences the temperature of the power transmission apparatus is preferably a rotational speed of the driving prime mover or a running speed of the vehicle, for example, where the power transmission apparatus is a drive-power transmission apparatus configured to transmit an output of the driving prime mover to the drive wheels. In general, the temperature of the power transmission apparatus is increased with increase of the prime-mover rotational speed or vehicle running speed, due to temperature rise resulting from stirring of the lubricant oil or increase of a rotational friction. It is also possible to use a rotational speed of each rotary element of the power transmission apparatus, as a value representing the vehicle running speed. The power transmission apparatus may be subjected to be cooled also where the power transmission apparatus is other than the drive power transmission apparatus. In that case, too, the rotational speed of each rotary element of the power transmission apparatus can be used as the physical quantity that influences the temperature of the power transmission apparatus. The physical quantity does not necessarily have to be the rotational speed or the vehicle running speed, but may be any one of various kinds of values related to the heat generation amount or heat radiation amount, such as the rotational torque, transmission torque, engaging torque or an integrated value thereof. 
     It is preferable that the rotation of the cooling fan is controlled or caused when the vehicle running speed is not lower than the fan-cooling speed value, and is stopped when the running speed is lower than the fan-cooling speed value, for example, for assuring a tranquility of the vehicle. However, the rotation of the cooling fan may be controlled or caused irrespective of the running speed, with a higher priority being given to the cooling of the automatic transmission rather than to the tranquility. Where the automatic transmission and the engine are provided with an oil circulation circuit and a refrigerant circulation circuit, respectively, for cooling the lubricant oil and the engine, respectively, such that the refrigerant circulation circuit is connected to an oil cooler of the oil circulation circuit, it is possible to appropriately cool the automatic transmission, by cooling the lubricant oil through the oil cooler as well as reducing the atmospheric temperature through the rotation of the cooling fan blowing the air to the radiator. However, the automatic transmission may be cooled by only one of the cooling of the lubricant oil through the oil cooler and the reduction of the atmospheric temperature through the cooling fan. That is, where the air blown by the cooling fan does not reach the automatic transmission that is subjected to be cooled, the automatic transmission may be cooled only by the cooling of the lubricant oil through the oil cooler, wherein the cooling of the lubricant oil is made by the air blown by the cooling fan. Where the oil circulation circuit and the refrigerant circulation circuit are provided independently of each other, the automatic transmission may be cooled only by the reduction of the atmospheric temperature which is made by the air blown by the cooling fan. 
     EMBODIMENTS 
     There will be described embodiments of the present invention in details with reference to drawings. 
       FIG. 1  is a schematic view showing a drive apparatus of a vehicle  10  that includes a cooling system  30  constructed according to an embodiment of the present invention. The vehicle  10  is an engine drive vehicle including a single driving prime mover in the form of an engine  14 . An output of the engine  14  is transmitted to a differential device  18  through an automatic transmission  16 , and then is distributed from the differential device  18  to right and left drive shafts  20 R,  20 L so as to be eventually transmitted to right and left drive wheels  22 R,  22 L. The engine  14  is a transverse engine that is mounted in the vehicle  10  such that an axis of a crankshaft of the engine  14  extends in a width direction of the vehicle  10 . Thus, in the drive apparatus of the vehicle  10 , the automatic transmission  16  is disposed adjacent to the engine  14  in the width direction. The engine  14  is an internal combustion engine such as a gasoline engine and a diesel engine. The automatic transmission  16  is configured to transmit rotation of the engine  14  to the drive wheels  22 R,  22 L at a variable gear ratio, and includes a planetary-gear type step-variable transmission and a torque converter with a lockup clutch, for example. The automatic transmission  16  is a power transmission apparatus that is to be cooled by the cooling system  30 , and includes heat generation elements in the form of frictional engagement devices  16   c  such as a the lockup clutch and clutches and brakes that are to be used in shifting operations executed in the automatic transmission  16 . 
     The cooling system  30  includes an oil circulation circuit  32  (indicated by solid line in  FIG. 1 ) and a refrigerant circulation circuit  34  (indicated by broken line in  FIG. 1 ). The oil circulation circuit  32  is provided for cooling a lubricant oil in the automatic transmission  16 , and includes an electrically-operated oil pump (EOP)  40  and an oil cooler (O/C)  42 . The lubricant oil, which is stored in an oil reservoir provided in a lower portion of a casing of the automatic transmission  16 , is suctioned by the oil pump  40 , and is delivered to the oil cooler  42 . After being cooled by the oil cooler  42 , the lubricant oil is returned to the oil reservoir in the casing of the automatic transmission  16 . The differential device  18  is disposed inside the casing of the automatic transmission  16 , so as to be lubricated by the lubricant oil in the automatic transmission  16 . The oil cooler  42 , which is connected to the refrigerant circulation circuit  34 , is a water-cooled heat exchanger configured to cooperate with a refrigerant of the refrigerant circulation circuit  34  so as to cool the lubricant oil by heat exchange. It is noted that the electrically-operated oil pump  40  may be replaced with a mechanically-operated pump that is to be mechanically driven by the engine  14  and power transmission shafts, for example, during running of the vehicle  10 . 
     The refrigerant circulation circuit  34  is provided to cool the engine  14  by the refrigerant such as a coolant fluid. The refrigerant circulation circuit  34  includes an electrically-operated refrigerant pump (EWP)  50  and a radiator  52 , and is connected to the engine  14  and the oil cooler  42 . The radiator  52  is an air-cooled heat exchanger configured to cool the refrigerant by outside air, and is disposed on a front side of the engine  14  and the automatic transmission  16  in a running direction of the vehicle  10 . The refrigerant is to be circulated, by the refrigerant pump  50 , in the refrigerant circulation circuit  34 , so as to be supplied to the engine  14  and the oil cooler  42 , so that the engine  14  and the lubricant oil of the automatic transmission  16  are cooled by the refrigerant that is cooled by the radiator  52 . The oil cooler  42  serves also as an oil warmer for facilitating warming up of the automatic transmission  16  at low temperatures. The refrigerant circulation circuit  34  is provided with a switching valve  54  constituted by, for example, an electromagnetic valve that is to be electrically operated. The switching valve  54  is to be switched to establish a selected one or two of three channels that consist of a first channel through which the refrigerant coming out of the engine  14  is to be supplied to the refrigerant pump  50  via the oil cooler  42 , a second channel through which the refrigerant coming out of the engine  14  is to be supplied to the refrigerant pump  50  via the radiator  52 , and a third channel through which the refrigerant coming out of the engine  14  is to be supplied directly to the refrigerant pump  50 . It is noted that the electrically-operated refrigerant pump  50  may be replaced with a mechanically-operated pump that is to be mechanically driven by the engine  14  and power transmission shafts, for example, during running of the vehicle  10 . 
     A cooling fan  58  is disposed on a front side of the radiator  52  in the running direction of the vehicle  10 , so as to cool the refrigerant by forcibly blowing outside air to the radiator  52 . Since the cooling fan  58  and the radiator  52  are disposed on the front side of the automatic transmission  16 , the outside air supplied to the radiator  52  by the cooling fan  58  is supplied also to the automatic transmission  16 , whereby an atmospheric temperature around the automatic transmission  16  is reduced. A rotational speed of the cooling fan  58  is to be changed depending on a duty ratio of a drive current supplied thereto. With the rotational speed of the cooling fan  58  being adjusted, it is possible to adjust an amount of air supplied to the radiator  52  and the automatic transmission  16 , namely, to cool the radiator  52  and the automatic transmission  16  to an adjusted degree. 
     The cooling system  30  includes an electronic control apparatus  60  for controlling operations of the above-described oil pump  40 , refrigerant pump  50 , switching valve  54  and cooling fan  58 . The electronic control apparatus  60  includes a so-called microcomputer incorporating a CPU, a ROM, a RAM and an input-output interface. The CPU controls the operations of the oil pump  40 , refrigerant pump  50 , switching valve  54  and cooling fan  58 , by processing various input signals, according to control programs stored in the ROM, while utilizing a temporary data storage function of the RAM. The electronic control apparatus  60  receives various input signals based on values detected by respective sensors provided in the vehicle  10 . That is, various kinds of information, which are required for controlling the operations, are supplied to the electronic control apparatus  60 . Specifically, the electronic control apparatus  60  receives: an output signal of a vehicle speed sensor  62  indicative of a running speed V of the vehicle  10 ; an output signal of an oil temperature sensor  64  indicative of a lubricant oil temperature THoil; an output signal of an engine speed sensor  66  indicative of an engine rotational speed Ne; and an output signal of a refrigerant temperature sensor  68  indicative of a refrigerant temperature THw, for example. It is also possible to detect an outside air temperature THa such that the detected outside air temperature THa is reflected on the operations. The electronic control apparatus  60  further receives information such as diagnoses or the like related to anomalies of the various sensors. 
     The vehicle speed sensor  62  is provided to detect an output rotational speed Nout of the automatic transmission  16 , for example, and calculate the running speed V based on the detected output rotational speed Nout. The oil temperature sensor  64  is provided in the oil reservoir in the lower portion of the casing of the automatic transmission  16 , for example, so as to measure the lubricant oil temperature THoil. The lubricant oil temperature THoil is a temperature related to the automatic transmission  16  that is to be cooled by the cooling system  30 . The oil temperature sensor  64  corresponds to a temperature detection device. The engine rotational speed NE is a prime-mover rotational speed, and corresponds to a physical quantity that influences the lubricant oil temperature THoil as the temperature related to the automatic transmission  16  that is to be cooled by the cooling system  30 . That is, the higher the engine rotational speed NE, the higher the lubricant oil temperature THoil and the higher the temperature of each part of the automatic transmission  16 , due to temperature rise resulting from stirring of the lubricant oil and heat conduction or radiation from the engine  14 . 
     For cooling the lubricant oil of the automatic transmission  16 , the electronic control apparatus  60  controls the operation of the oil pump  40 , depending on the lubricant oil temperature THoil, for example. Further, for cooling the engine  14 , the electronic control apparatus  60  controls the operations of the refrigerant pump  50 , switching valve  54  and cooling fan  58 , depending on the refrigerant temperature THw, for example. That is, the fuel economy performance, emission performance, anti-heat-damage performance and other performances are ensured by controlling flow rate and flow path of the refrigerant and amount of air blown by the cooling fan  58  by taking account of heat generated by the engine  14 . In connection with the hardware protection of the automatic transmission  16  that is subjected to be cooled by the cooling fan  58 , the electronic control apparatus  60  functionally includes a load limiting portion  70 , a TM-cooling-rotation control portion  72  and a fan drive portion  74 . TM-cooling-rotation control portion  72  and the fan drive portion  74  cooperate with each other to constitute a fan-rotation control portion configured to control rotation of the cooling fan  58  for cooling the automatic transmission  16 . 
       FIG. 2  is a flow chart showing a control routine to be executed by the load limiting portion  70 , so as to execute a load limiting control for protecting the hardware of the automatic transmission  16 . As shown in  FIG. 2 , the control routine is initiated with step SS 1  that is implemented to determine whether a condition required for the execution of the load limiting control is satisfied or not, for example, whether various sensors required for the execution of the load limiting control work normally or not, depending on information such as the above-described diagnoses. In the present embodiment, at step SS 1 , it is determined whether the oil temperature sensor  64  configured to detect the lubricant oil temperature THoil works normally or not. When it is determined that the oil temperature sensor  64  works normally, step SS 2  is implemented. When it is determined that the oil temperature sensor  64  does not work normally, one cycle of execution of the control routine is terminated. At step SS 2 , it is determined whether the lubricant oil temperature THoil exceeds a limit temperature value THlim or not, wherein the limit temperature value THlim is a predetermined temperature value that is determined from a point of view of the hardware protection. When the lubricant oil temperature THoil is not higher than the limit temperature value THlim (THoil ≤THlim), one cycle of execution of the control routine is terminated. When the lubricant oil temperature THoil is higher than the limit temperature value THlim (THoil&gt;THlim), the control flow goes to step SS 3  at which a load limitation processing is executed. In the load limitation processing executed at step SS 3 , a request inhibiting a flex control (slip control) of the lockup clutch of the torque converter is outputted, for example, for assuring prevention of clogging of the lockup clutch, wherein the request is supplied to, for example, a shifting control ECU that is configured to control the lockup clutch. To this end, the limit temperature value THlim is determined from a point of view of assuring the prevention of the clogging of the lockup clutch. To inhibit the flex control of the lockup clutch is to limit a load applied to the lockup clutch as one of the engagement devices  16   c . It is preferable to release the lockup clutch for limiting the load applied to the lockup clutch. However, the load applied to the lockup clutch may be limited also by fully engaging the lockup clutch. Further, in the load limitation processing executed at step SS 3 , a request inhibiting shift to a certain gear position or positions is outputted to the shifting control ECU, for assuring durability of bearings or other elements of the planetary-gear type step-variable transmission. To this end, the limit temperature value THlim is determined from a point of view of assuring the durability of the bearings or the other elements. It is also possible to determine the limit temperature value THlim and a content of the load limitation processing, from a point of view of protecting of the other hardware of the automatic transmission  16 . 
     When the load applied to the automatic transmission  16  is limited by execution of the load limitation processing by the load limitation processing  70 , an original performance of the automatic transmission  16  could be compromised. That is, with the load limitation processing being executed, a fuel economy performance and a drivability such as acceleration performance and driving feeling could be reduced. For example, with the flex control of the lockup clutch as one of the engagement devices  16   c  being inhibited, the fuel economy performance and the drivability could be reduced. In the present embodiment, the TM-cooling-rotation control portion  72  is provided to cool the automatic transmission  16  by using the cooling fan  58  (that is provided to cool mainly the engine  14 ), before the load limitation processing is executed by the load limiting portion  70 .  FIG. 3  is a flow chart showing a control routine to be executed by the TM-cooling-rotation control portion  72 , for executing a fan rotation control, namely, controlling rotation of the cooling fan  58 , so as to cool the automatic transmission  16  by rotating the cooling fan  58 , thereby making it possible to suppress transition to the load limiting control executed by the load limiting portion  70 . In the present embodiment, with increase of the rotational speed of the cooling fan  58 , the outside air is blown to the automatic transmission  16  as well as to the radiator  52  whereby the atmospheric temperature of the automatic transmission  16  is reduced, and the lubricant oil of the automatic transmission  16  is appropriately cooled through the oil cooler  42  by the refrigerant flowing through the radiator  52 . Thus, with the atmospheric temperature being reduced and with the lubricant oil being cooled, the automatic transmission  16  is appropriately cooled. In this case, the switching valve  54  of the refrigerant circulation circuit  34  is held in a connection state that establishes the above-described first and second channels through which the refrigerant coming out of the engine  14  is to be supplied to both of the oil cooler  42  and the radiator  52 , such that the refrigerant cooled in the radiator  52  is supplied also to the oil cooler  42 . 
     The control routine shown in the flow chart of  FIG. 3  is initiated with step S 1  that is implemented to determine whether a condition required for the execution of the fan rotation control for cooling the automatic transmission  16 , is satisfied or not, for example, whether various sensors required for the execution of the fan rotation control work normally or not, depending on information such as the above-described diagnoses. In the present embodiment, at step S 1 , it is determined whether the vehicle speed sensor  62  configured to detect the running speed V, the oil temperature sensor  64  configured to detect the lubricant oil temperature THoil and the engine speed sensor  66  configured to detect the engine rotational speed NE work normally or not. When it is determined that all of the vehicle speed sensor  62 , oil temperature sensor  64  and engine speed sensor  66  work normally, step S 2  is implemented. When it is determined at least one of the vehicle speed sensor  62 , oil temperature sensor  64  and engine speed sensor  66  does not work normally, step S 6  is implemented. At step S 6 , a TM duty ratio Dt, i.e., a duty ratio of the drive current applied to the cooling fan  58  for cooling the automatic transmission  16  is set to 0 (zero), and a request stopping the cooling fan  58  is determined. 
     At step S 2 , it is determined whether the lubricant oil temperature THoil is equal to or higher than a predetermined fan-cooling temperature value THfan that≥≥is lower than the above-described limit temperature value THlim. When the lubricant oil temperature THoil is not lower than the fan-cooling temperature value THfan (THoil≥THfan), step S 3  is implemented. When the lubricant oil temperature THoil is lower than the fan-cooling temperature value THfan (THoil&lt;THfan), step S 6  is implemented whereby the TM duty ratio Dt is set to 0 (zero). The fan-cooling temperature value THfan is set to such a value that makes a determination that, as long as the lubricant oil temperature THoil is not lower than the set value, a higher priority is to be given to cooling the automatic transmission  16  rather than avoiding noise generated by the rotation of the cooling fan  58 . At step S 3 , it is determined whether the running speed V is equal to or higher than the fan-cooling speed value Vfan. When the running speed V is equal to or higher than the fan-cooling speed value Vfan (V≥Vfan), step S 4  is implemented. When the running speed V is lower than the fan-cooling speed value Vfan (V&lt;Vfan), step S 6  is implemented whereby the TM duty ratio Dt is set to 0 (zero). That is, the fan-cooling speed value Vfan is determined such that even small noise generated by the rotation of the cooling fan  58  is noticeable during stop or running of the vehicle  10  at an extremely low running speed, namely, when the running speed V is lower than the determined fan-cooling speed value Vfan, and such that the noise generated by the rotation of the cooling fan  58  becomes unnoticeable when the running speed V becomes not lower than the determined fan-cooling speed value Vfan, because the noise by the rotation of the cooling fan  58  is mixed with vehicle noise such as road noise and engine noise. 
     At step S 4 , the TM duty ratio Dt, which is the duty ratio of the drive current applied to the cooling fan  58  for cooling the automatic transmission  16 , is set to a value variable depending on the engine rotational speed NE. Specifically, as shown in a map of  FIG. 4 , the TM duty ratio Dt is set to a value that is increased with increase of the engine rotational speed NE, so that the rotational speed of the cooling fan  58  is increased with increase of the engine rotational speed NE. As described above, the higher the engine rotational speed NE, the higher the lubricant oil temperature THoil and the higher the temperature of parts (including the engagement devices  16   c ) of the automatic transmission  16 , due to temperature rise resulting from stirring of the lubricant oil and heat conduction or radiation from the engine  14 . Therefore, as shown in  FIG. 4 , the TM duty ratio Dt is set to the value variable depending on the engine rotational speed NE such that the TM duty ratio Dt is higher when the temperature of the automatic transmission  16  is high than when the temperature of the automatic transmission  16  is low. Thus, when the engine rotational speed NE is low, the rotational speed of the cooling fan  58  is reduced so as to suppress the noise by the rotation of the cooling fan  58 . When the engine rotational speed NE is high, the rotational speed of the cooling fan  58  is increased so as to increase performance of cooling the automatic transmission  16  since the noise by the rotation of the cooling fan  58  becomes unnoticeable owing to increase of background noise such as the engine noise, which is caused by increase of the engine rotational speed NE.  FIG. 5  shows, by way of example, a data map of the TM duty ratio Dt that is set to the value variable depending on the engine rotational speed NE as described above. In the example shown in  FIG. 5 , the data map is determined such that the TM duty ratio Dt is set to 60% when the engine rotational speed NE is 2000 rpm, 64% when the engine rotational speed NE is 2500 rpm, and 68% when the engine rotational speed NE is 3000 rpm. It is noted that the data map is determined, through an experimentation or the like, for each one of various types of vehicles. It is also noted that the TM duty ratio Dt may be set to a value continuously variable depending on the engine rotational speed NE, or alternatively, may be set to a value variable in steps such as two or three steps. 
     Step S 4  is followed by step S 5  that is implemented to determine a drive request such that the cooling fan  58  is rotated with the TM duty ratio Dt that is the value set at step S 4 . Step S 5  or step S 6  is followed by step S 7  that is implemented to output the request that corresponds to the drive request determined at step S 5  or the stop request determined at step S 6 . Since the TM duty ratio Dt is set to 0 (zero) at step S 6 , step S 7  is implemented to practically output the drive request determined at step S 5 . The cooling fan  58  is provided to cool mainly the engine  14 , so that an engine duty ratio De, i.e., a duty ratio of the drive current supplied to the cooling fan  58  for cooling the engine  14 , is calculated, by an engine-cooling-rotation control portion (not shown), depending on the refrigerant temperature THw, for example. Therefore, the fan drive portion  74  compares the engine duty ratio De with the above-described TM duty ratio Dt and controls the drive current supplied to the cooling fan  58  in accordance with a higher one of the engine duty ratio De and the TM duty ratio Dt. It is noted that the TM-cooling-rotation control portion  72  and the fan drive portion  74  (shown in  FIG. 1 ) may cooperate with the engine-cooling-rotation control portion to constitute a fan-rotation control portion that has functions of the TM-cooling-rotation control portion  72 , the fan drive portion  74  and the engine-cooling-rotation control portion. 
     As described above, in the cooling system  30  of the present embodiment, which is provided in the vehicle  10 , the automatic transmission  16  is cooled by rotating the cooling fan  58  before the lubricant oil temperature THoil of the automatic transmission  16  reaches the limit temperature value THlim (THlim&gt;THoil≥THfan), so that it is possible to suppress transition to the load limiting control that is to be executed by the load limiting portion  70 , and accordingly to appropriately maintain an original performance of the automatic transmission  16  such as the drivability and fuel economy performance. Further, the TM duty ratio Dt is set to a value depending on the engine rotational speed NE as the physical quantity that influences the temperature of the automatic transmission  16 , such that the rotational speed of the cooling fan  58  is higher when the temperature of the automatic transmission  16  is high than when the temperature is low, and the rotational speed of the cooling fan  58  is controlled depending on the TM duty ratio Dt. Therefore, the automatic transmission  16  is appropriately cooled depending on the temperature of the automatic transmission  16  while the noise generated by the rotation of the cooling fan  58  is suppressed when the temperature of the automatic transmission  16  is relatively low. 
     Further, the rotation of the cooling fan  58  is controlled depending on the engine rotational speed NE that influences the temperature of the automatic transmission  16  configured to transmit the output of the engine  14  to the drive wheels  22 R,  22 L, such that the rotational speed of the cooling fan  58  is higher with the TM duty ratio Dt being higher when the engine rotational speed NE is high, than when the engine rotational speed NE is low. Thus, the automatic transmission  16  is appropriately cooled depending on the temperature, and the noise generated by the rotation of the cooling fan  58  is mixed with vehicle noise generated depending on the rotation of the engine  14  so as to become unnoticeable. In other words, the vehicle noise is increased with increases of the engine rotational speed NE, and the noise generated by the rotation of the cooling fan  58  becomes unnoticeable owing to the increase of the vehicle noise. Thus, it is possible to appropriately suppress the transition to the load limiting control that is to be executed by the load limiting portion  70 , by increasing a cooling performance for the automatic transmission  16  by increasing the rotational speed of the cooling fan  58  with increase of the engine rotational speed NE, to such an extent that does not affect an anti-noise performance. 
     Further, the rotation of the cooling fan  58  is controlled, namely, the cooling fan  58  is rotated, for cooling the automatic transmission  16  when the running speed V is equal to or higher than the predetermined fan-cooling speed value Vfan, and the rotation of the cooling fan  58  is stopped when the running speed V is lower than the fan-cooling speed value Vfan. That is, in a case in which the noise generated by the rotation of the cooling fan  58  is relatively large with the vehicle noise generated by the engine noise or road noise being small, for example, during stop or running of the vehicle  10  at an extremely low speed, a higher priority is given to prevention of generation of the noise generated by the rotation of the cooling fan  58  rather than to cooling of the automatic transmission  16 , so that a high-quality ride comfortability (tranquility) can be maintained. 
     Further, the automatic transmission  16 , which is to be subjected to be cooled, is disposed adjacent to the engine  14 . The automatic transmission  16  is provided with the oil circulation circuit  32  that includes the oil cooler  42  configured to cool the lubricant oil, while the engine  14  is provided with the refrigerant circulation circuit  34  that includes the radiator  52  configured to cool the engine-cooling refrigerant by the outside air, so that the atmospheric temperature of the automatic transmission  16  is reduced by the cooling fan  58  which is disposed on the front side of the radiator  52  and which is configured to blow the outside air to the automatic transmission  16  as well as to the radiator  52 . That is, the automatic transmission  16  is cooled with reduction of the atmospheric temperature which is made by blowing the outside air to the automatic transmission  16  by the cooling fan  58 , thereby appropriately suppressing the transition to the load limiting control that is to be executed by the load limiting portion  70 . Further, the atmospheric temperature of the automatic transmission  16  is reduced by utilizing the cooling fan  58  configured to blow the air to the engine-cooling radiator  52 . Therefore, the automatic transmission  16  can be cooled by carrying out the present invention in a simple and inexpensive manner, namely, by simply causing the cooling fan  58  to be rotated when the lubricant oil temperature THoil is not lower than the fan-cooling temperature value THfan, without need of drastic design change and parts addition. 
     Further, the refrigerant circulation circuit  34  is connected to the oil cooler  42  of the oil circulation circuit  32  such that the lubricant oil of the automatic transmission  16  is cooled through the oil cooler  42  by the refrigerant that is cooled by the radiator  52 . Thus, with the rotational speed of the cooling fan  58  (that is configured to blow the air to the radiator  52 ) being controlled depending on the temperature of the automatic transmission  16 , the automatic transmission  16  is appropriately cooled together with reduction of the atmospheric temperature, whereby the transition to the load limiting control (that is to be executed by the load limiting portion  70 ) is more appropriately suppressed. 
     Further, the load applied to the engagement devices  16   c  is limited by the load limiting portion  70  when the lubricant oil temperature THoil exceeds the limit temperature value THlim. With the flex control of the lockup clutch being inhibited, for example, the original performance of the automatic transmission  16  such as the drivability and fuel economy performance could be reduced. However, with the transition to the load limiting control being suppressed by the cooling made by the cooling fan  58 , it is possible to appropriately maintain the original performance of the automatic transmission  16 , namely, to appropriately obtain the effect of the present invention. 
     There will be described other embodiments of this invention. The same reference signs as used in the above-described embodiment will be used in the following embodiments, to identify the functionally corresponding elements, and detailed descriptions thereof are not provided. 
       FIG. 6  is a view for explaining another embodiment of the present invention, wherein the view corresponds to the view of  FIG. 1 . A cooling system  80  according to this embodiment is different from the cooling system  30  according to the above-described embodiment in that the oil circulation circuit  32  of the automatic transmission  16  and the refrigerant circulation circuit  34  of the engine  14  are provided independently of each other. That is, an oil cooler (O/C)  82  provided in the oil circulation circuit  32  is an air-cooled heat exchanger configured to cool the lubricant oil passing through the oil cooler  82 , by the outside air. In this embodiment, the cooling fan  58  is disposed on a front side of the radiator  52  in the running direction of the vehicle  10  so as to blow the outside air to the automatic transmission  16  as well as to the radiator  52 , so that the automatic transmission  16  is cooled exclusively by reduction of the atmospheric temperature which is made by blowing of the outside air by the cooling fan  58 . That is, in this embodiment, substantially the same effect can be obtained as in the above-described embodiment, except that the lubricant oil of the automatic transmission  16  is not cooled by the refrigerant of the refrigerant circulation circuit  34  through the oil cooler  82 . It is noted that, although the automatic transmission  16  is cooled by the lubricant oil that is cooled by the oil cooler  82 , the cooling of the automatic transmission  16  by the lubricant oil is not cooling owing to the rotation of the cooling fan  58 . 
       FIG. 7  is a view for explaining still another embodiment of the present invention, wherein the view corresponds to the view of  FIG. 1 . A cooling system  90  according to this embodiment is different from the cooling system  80  shown in  FIG. 6  in that the atmospheric temperature of the automatic transmission  16 , which is subjected to be cooled by the cooling system  90 , is reduced by utilizing a cooling fan  94  configured to cool a condenser  92  of an air conditioner as an air conditioning device by blowing the outside air to the condenser  92 . That is, the condenser  92  is disposed on a front side of the engine  14  and the automatic transmission  16  in the running direction of the vehicle  10 , and the cooling fan  94  is disposed on a front side of the condenser  92  in the running direction so as to blow the outside air to the automatic transmission  16  as well as to the condenser  92 , so that the automatic transmission  16  is cooled by reduction of the atmospheric temperature which is made by blowing of the outside air by the cooling fan  94 . The cooling fan  94  may be controlled through the control routine shown by the flow chart of  FIG. 3 . It is noted that, also in this embodiment, although the automatic transmission  16  is cooled by the lubricant oil that is cooled by the oil cooler  82 , the cooling of the automatic transmission  16  by the lubricant oil is not cooling owing to the rotation of the cooling fan  94 . 
     In this embodiment shown in  FIG. 7 , substantially the same effect can be obtained as in the above-described embodiment shown in  FIG. 6 , except that the cooling fan  94  for cooling the condenser is utilized in place of the cooling fan  58  for cooling the engine. The outside air is blown by, the cooling fan  94  disposed on the front side of the condenser  92 , to the automatic transmission  16  as well as to the condenser  92 , so that the atmospheric temperature of the automatic transmission  16  is reduced. Thus, the automatic transmission  16  is cooled by reduction of the atmospheric temperature of the automatic transmission  16 , which is made by utilization of the cooling fan  94  configured to blow the air to the condenser  92 , so that the automatic transmission  16  can be cooled by carrying out the present invention in a simple and inexpensive manner, namely, by simply causing the cooling fan  94  to be rotated when the lubricant oil temperature THoil is not lower than the fan-cooling temperature value THfan, without need of drastic design change and parts addition. 
     Where the cooling fan  58  for cooling the engine  14  as well as the cooling fan  94  for cooling the condenser  92  is disposed on the front side of the automatic transmission  16 , the outside air can be blown to the automatic transmission  16  by the cooling fan  58  as well as by the cooling fan  94 . In this arrangement with both of the cooling fan  58  and the cooling fan  94 , the automatic transmission  16  can be cooled by causing both of the cooling fans  58 ,  94  to be rotated when the lubricant oil temperature THoil is not lower than the fan-cooling temperature value THfan. 
       FIG. 8  is a flow chart for a control routine that is to be executed, in place of the control routine shown by the flow chart of  FIG. 3 , by the TM-cooling-rotation control portion  72 . This control routine is different from the control routine shown in  FIG. 3  in that step S 4 - 1  is implemented in place of step S 4 . In this embodiment, at step S 4 - 1 , the TM duty ratio Dt, which is the duty ratio of the drive current applied to the cooling fan  58  for cooling the automatic transmission  16 , is set to a value variable depending on the running speed V, unlike at step S 4  at which the TM duty ratio Dt is set to the value variable depending on the engine rotational speed NE. The running speed V as well as the engine rotational speed NE corresponds to a physical quantity that influences the temperature of the automatic transmission  16 , so that the higher the running speed V, the higher the lubricant oil temperature THoil and the higher the temperature of the automatic transmission  16 , due to temperature rise resulting from stirring of the lubricant oil, for example. The noise by the rotation of the cooling fan  58  becomes unnoticeable owing to increase of background noise such as the engine noise and road noise, which is caused by increase of the running speed V. Therefore, substantially the same effect can be obtained as in the above-described embodiments, by increasing the TM duty ratio Dt with increase of the running speed V so as to increase the rotational speed of the cooling fan  58  with increase of the running speed V, as shown in a map of  FIG. 9 , for example. It is noted that the TM duty ratio Dt may be set to a value continuously variable depending on the running speed V, or alternatively, may be set to a value variable in steps such as two or three steps. 
       FIG. 10  is a flow chart for a control routine that is to be executed, in place of the control routine shown by the flow chart of  FIG. 3 , by the TM-cooling-rotation control portion  72 . This control routine is different from the control routine shown in  FIG. 3  in that step S 4 - 2  is implemented in place of step S 4 . In this embodiment, at step S 4 - 2 , the TM duty ratio Dt, which is the duty ratio of the drive current applied to the cooling fan  58  for cooling the automatic transmission  16 , is set to a value variable depending on the lubricant oil temperature THoil, unlike at step S 4  at which the TM duty ratio Dt is set to the value variable depending on the engine rotational speed NE. That is, the TM duty ratio Dt is increased with increase of the lubricant oil temperature THoil so as to increase the rotational speed of the cooling fan  58  with increase of the lubricant oil temperature THoil, as shown in a map of  FIG. 11 , for example. Since the lubricant oil temperature THoil corresponds to the temperature of the automatic transmission  16 , it is possible to obtain substantially the same effect as in the above-described embodiments, which is that the automatic transmission  16  is appropriately cooled depending on the temperature of the automatic transmission  16  while the noise generated by the rotation of the cooling fan  58  is suppressed when the temperature of the automatic transmission  16  is relatively low. It is noted that the TM duty ratio Dt may be set to a value continuously variable depending on the lubricant oil temperature THoil, or alternatively, may be set to a value variable in steps such as two or three steps. 
     It is noted that, in each of the cooling systems  80 ,  90  shown in  FIGS. 6 and 7 , respectively, too, a corresponding one of the cooling fans  58 ,  94  can be controlled by execution of either of the control routines shown in  FIGS. 8 and 10 . 
     It is to be understood that the embodiments described above are given for illustrative purpose only, and that the present invention may be embodied with various modifications and improvements which may occur to those skilled in the art. 
     Nomenclature of Elements 
     
         
           10 : vehicle 
           14 : engine (driving prime mover) 
           16 : automatic transmission (power transmission apparatus) 
           16   c : engagement devices 
           22 L,  22 R: drive wheels 
           30 ;  80 ;  90 : cooling system 
           32 : oil circulation circuit 
           34 : refrigerant circulation circuit 
           40 : oil pump 
           42 ;  82 : oil cooler 
           50 : refrigerant pump 
           52 : radiator 
           58 ;  94 : cooling fan 
           60 : electronic control apparatus 
           64 : oil temperature sensor (temperature detection device) 
           70 : load limiting portion 
           72 : TM-cooling-rotation control portion (fan-rotation control portion) 
           74 : fan drive portion (fan-rotation control portion) 
           92 : condenser 
         THoil: lubricant oil temperature (temperature related to power transmission apparatus, detected temperature) 
         THlim: limit temperature value 
         THfan: fan-cooling temperature value 
         NE: engine rotational speed (prime-mover rotational speed, physical quantity) 
         V: running speed (physical quantity) 
         Vfan: fan-cooling speed value