JP2006002899A - Starting friction element controller of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a starting friction element controller for a vehicle capable of promoting warming-up of not only an engine but also a transmission during the warmup operation when the vehicle is stopping with a shift lever put in the stop position. <P>SOLUTION: During the warmup operation, a start clutch installed upstream of an automatic transmission is allowed to make slip (Step S1), even if the vehicle is stopping with the shift lever in the P (park) position. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle start friction element control device for controlling a transmission torque of a start friction element disposed between an engine and a transmission.

As this type of technology, there is an automatic transmission that uses a sliding start clutch. When the difference between the input and output speeds of the start clutch is greater than or equal to the set value, slip control is performed, and this difference in speed is less than the set value. At this point, the starting clutch is completely coupled (see, for example, Patent Document 1).
Japanese Examined Patent Publication No. 6-1089

  However, in the above prior art, when the shift lever is in the stop position, the supply of hydraulic pressure to the starting clutch is blocked by the manual valve, and the starting clutch is in the fully released state, so that only the engine is warmed up during the warm-up operation. The oil in the transmission was not warmed.

  The present invention has been made paying attention to the above problems, and its purpose is to promote the warm-up of not only the engine but also the transmission during the warm-up operation when the shift lever is at the stop position. An object of the present invention is to provide a vehicle starting friction element control device.

  In order to achieve the above object, according to the present invention, in a vehicle start friction element control device in which a start friction element is arranged between an engine and a transmission, during warm-up operation while the vehicle is stopped with the shift lever set to the stop position. There is provided warm-up operation control means for performing warm-up operation by slipping the starting friction element.

  In the present invention, in the vehicle starting friction element control measure, the transmission can be warmed up while the vehicle is stopped using the frictional heat obtained by slipping the starting friction element during the warm-up operation as a heat source. .

  DESCRIPTION OF THE PREFERRED EMBODIMENTS The best mode for carrying out a vehicle starting friction element control apparatus according to the present invention will be described below with reference to the drawings.

  First, the configuration of the vehicle starting friction element control device according to the first embodiment will be described.

  FIG. 1 is an overall system diagram showing the configuration of a drive system and a control system of a vehicle equipped with a belt-type continuously variable transmission equipped with a vehicle start friction element control device according to the first embodiment.

  A vehicle equipped with a belt-type continuously variable transmission includes an engine 1, a torsional damper 3 that reduces vibration of the engine 1, a forward / reverse switching mechanism 6 having a starting clutch, and a belt-type continuously variable transmission that continuously shifts between input and output. The transmission mechanism 19 includes an output gear 12 and a drive gear 13 that reduce the output, and left and right drive wheels 17 and 18 that are driven via a differential gear 14 and left and right drive shafts 15 and 16.

  The engine 1 is composed of a gasoline engine, a diesel engine, or the like, and the engine output shaft 2 is connected to the input portion of the torsional damper 3.

  The torsional damper 3 is configured such that an input part connected to the engine output shaft 2 and an output part connected to the clutch input shaft 5 are connected to each other via a torsion spring so as to be relatively rotatable. In addition, the flywheel 4 which rotates integrally with this is fixed to the output part.

  The forward / reverse switching mechanism 6 includes a simple planetary gear 22 that can switch a rotation direction and a gear ratio, a forward clutch 20 that is fastened at the time of forward movement, and a reverse brake 21 that is fastened at the time of backward movement. The starting clutch is a generic term for the forward clutch 20 and the reverse brake 21 and constitutes the starting friction element of the present invention.

  The simple planetary gear 22 rotatably supports a sun gear 22s that rotates concentrically with the clutch output shaft 7, a plurality of pinions 22p that mesh with the sun gear 22s, a ring gear 22r that meshes with the pinion 22p, and the pinion. And a carrier 22c. The sun gear 22s is connected to the driven side portion of the forward clutch 20 and the clutch output shaft 7, the carrier 22c is connected to the fixed side portion of the reverse brake 21, and the ring gear 22r is connected to the drive side portion of the forward clutch 20.

  The forward clutch 20 has a plurality of plates interposed between a drive side portion connected to the clutch input shaft 5 and a driven side portion connected to the clutch output shaft 7, and applies clutch hydraulic pressure to a piston (not shown). Is configured to be able to switch between a fastening state in which power can be transmitted between the input and output by pressing the plate, and a released state in which power cannot be transmitted to the output side part by discharging the clutch hydraulic pressure acting on the piston. The

  The reverse brake 21 has a plurality of plates interposed between an inner fixed portion of the transmission case 23 and a fixed side portion connected to the carrier 22c, and presses the plate by applying brake hydraulic pressure to a piston (not shown). It is possible to switch between a fastening state in which the integrated carrier 22c is fixed in a non-rotatable manner to the fixed side portion and a released state in which the fixed side portion and the carrier 22c are rotatable by discharging brake hydraulic pressure acting on the piston. Configured.

  The belt type continuously variable transmission mechanism 19 continuously changes the speed ratio between the input and output shafts, and includes a primary pulley 8 coupled to the clutch output shaft 7 and a secondary pulley coupled to the secondary pulley shaft 11. 10 and a CVT belt 9 spanned between the primary pulley 8 and the secondary pulley 10. The primary pulley 8 and the secondary pulley 10 have fixed sheaves 8a and 10a, movable sheaves 8b and 10b that approach and leave the fixed sheaves 8a and 10a, respectively. A primary pulley oil chamber 33 is provided on the back surface of the movable sheave 8 b of the primary pulley 8, and the hydraulic sheave 8 b is controlled by the hydraulic control unit 32 by controlling the hydraulic pressure supplied to the primary pulley oil chamber 33. The speed is changed by moving the valve 8a relative to and away from 8a. An oil tank 30 is provided, and pressure oil obtained by sucking oil from the oil tank 30 by the oil pump 31 is supplied to the hydraulic control unit 32.

  FIG. 2 is a schematic diagram of a hydraulic circuit in the vicinity of the forward clutch solenoid 44 that controls the pressure oil to the forward clutch 20 in the hydraulic control unit 32. A manual valve 51 is provided between the forward clutch solenoid 44 supplied with hydraulic pressure from the hydraulic power source 50 and the forward clutch 20 as a starting friction element, and communicates during traveling and is shut off when the vehicle stops, and the manual valve 51. And a bypass oil passage 54 used during warm-up operation provided with an ON / OFF solenoid valve 52. The ON / OFF solenoid valve 52 constitutes the control valve of the present invention. An oil passage 53 provided with a manual valve 51 between the reverse brake solenoid 45 and the reverse brake 21 (the upstream portion of the manual valve 51 is shared with the oil passage 53, and the downstream portion of the manual valve 51 is not shown). Is provided.

  Next, the control system of the vehicle equipped with the belt type continuously variable transmission according to the first embodiment will be described with reference to FIG.

  This control system includes an engine controller 40 that controls the engine 1, a transmission controller 41 that controls the hydraulic control unit 32 of the forward / reverse switching mechanism 6 and the belt-type continuously variable transmission mechanism 19, and sensors connected to these controllers. And.

  Although not shown, the engine controller 40 is connected to an accelerator opening sensor that detects the degree of depression of the accelerator pedal and an engine speed sensor that detects the speed of the engine output shaft 2 of the engine 1. In addition, the engine 1 is controlled using the accelerator opening information and the engine speed information input from these, and the information is output to the transmission controller 41.

  On the other hand, a shift lever sensor 42 for detecting the position of the shift lever and an AT oil temperature sensor 43 for detecting the oil temperature in the belt type continuously variable transmission mechanism 19 are connected to the transmission controller 41. Information, AT oil temperature information is input.

  The transmission controller 41 is connected to a forward clutch solenoid 44 that controls the hydraulic pressure supplied to the forward clutch 20 and a reverse brake solenoid 45 that controls the hydraulic pressure supplied to the reverse brake 21. The transmission controller 41 controls the forward clutch solenoid 44 and the reverse brake solenoid 45 so as to switch the forward clutch 20 and the reverse brake 21 to the fully engaged state, the slip state, and the released state, respectively, based on the information from the sensors. It is. The transmission controller 41 further controls the hydraulic pressure supplied to the primary pulley oil chamber 33 by a solenoid valve (not shown) provided in the hydraulic pressure control unit 32.

  An output gear 12 is fixed to an end portion of the secondary pulley shaft 11 on the secondary pulley 10 side of the belt type continuously variable transmission mechanism 19, and meshed with a drive gear 13 having a larger diameter than the output gear 12.

  Two pinions of the differential gear 14 are fixed to the drive gear 13, and side gears are engaged with these pinions from the left and right, respectively. Drive shafts 15 and 16 are connected to the side gears to drive the left and right drive wheels 17 and 18.

Next, the operation will be described.
[When the vehicle is stopped]

  When the engine 1 is stopped, the oil pump 31 is not driven and no hydraulic pressure is generated. Therefore, both the forward clutch 20 and the reverse brake 21 are in a released state, and the belt type continuously variable transmission mechanism 19 cannot transmit power. It is in a state.

  When the engine 1 is operating, the oil pump 31 is driven to supply pressure oil to the hydraulic control unit 32. At this time, the engine controller 40 controls the engine 1 based on the accelerator opening information input from the accelerator opening sensor, the engine speed information input from the engine speed sensor, and the like.

  The hydraulic control unit 32 controls the supply of pressure oil to the forward clutch 20 and the reverse brake 21 as follows based on the shift lever position information and the accelerator opening information read from the shift lever sensor 42 and the engine controller 40, respectively. .

  That is, the transmission controller 41 is in a state of detecting the P (park) position based on the shift lever position information from the shift lever sensor 42, and the AT oil temperature sensor 43 determines that the oil temperature is higher than a predetermined value. When warming up, do not warm up. In this case, as shown in FIG. 3, the manual valve 51 interlocked with the shift lever shuts off the oil passage 53 between the forward clutch solenoid 44 and the forward clutch 20, and the ON / OFF solenoid valve 52 is also in the OFF state. The road 54 is blocked. Further, the forward clutch solenoid 44 is also in an OFF state, and no pressure oil is supplied to the oil passage 53. Therefore, at this time, no pressure oil is supplied to the forward clutch 20 and the forward clutch 20 is released. Further, no pressure oil is supplied to the reverse brake 21 from the manual valve 51 and the ON / OFF solenoid valve 52 side, and the reverse brake 21 is released. As a result, the forward / reverse switching mechanism 6 is in a neutral state.

  On the other hand, the transmission controller 41 is in a state of detecting the P (park) position based on the shift lever position information from the shift lever sensor 42, and the AT oil temperature sensor 43 determines that the oil temperature is not more than a predetermined value. If it is, warm up the vehicle. In this case, as shown in FIG. 4, the manual valve 51 blocks the oil passage 53 between the forward clutch solenoid 44 and the forward clutch 20, but the ON / OFF solenoid valve 52 is in the ON state, and the bypass oil passage 54 is communicated. At this time, the transmission controller 41 controls the forward clutch solenoid 44 to supply the forward clutch 20 with pressure oil having such a magnitude that the forward clutch 20 slips lower than when fully engaged. At this time, the forward clutch 20 raises the oil temperature in the transmission by heat generated by the slip. It should be noted that during the warm-up operation, the slip may not be performed by the forward clutch 20 but may be performed by the reverse brake 21 in the same manner as the forward clutch 20 or by both.

Even if the ON / OFF solenoid valve 52 is abnormal even during the warm-up operation, the ON / OFF solenoid valve 52 is automatically turned OFF and the bypass hydraulic circuit is shut off.
[When the vehicle starts]

  When the engine 1 is in an operating state and the shift lever is moved from the non-travel position to a forward travel position such as a D (drive) position, the manual valve 51 in the hydraulic control unit 32 is moved as shown in FIG. The oil passage 53 is communicated, and the transmission controller 41 controls the forward clutch solenoid 44 so as to start supplying pressure oil to the forward clutch 20. At this time, the magnitude of the hydraulic pressure supplied to the forward clutch 20 is set to a hydraulic pressure lower than the complete engagement pressure until the first set time elapses, and the forward clutch 20 is brought into a slip state. As a result, a part of the power output from the engine is changed to heat while the remaining power is output to the clutch output shaft 7 while avoiding the engagement shock that is generated when the forward clutch 20 is rapidly engaged at a high pressure. The ON / OFF solenoid valve 52 blocks the bypass oil passage 54 in the OFF state.

  In this state, since the forward clutch 20 is slipping, the clutch output shaft 7 directly connected to the sun gear 22 s of the forward / reverse switching mechanism 6 and the driven side portion of the forward clutch 20 is connected to the forward / reverse switching mechanism 6. The ring gear 22r is rotated by the slip amount and the transmission power is also reduced.

  The power transmitted to the clutch output shaft 7 in this way is further transmitted to the belt type continuously variable transmission mechanism 19, where it is decelerated and output to the secondary pulley shaft 11, and then the output gear 12, the drive gear 13, and the differential. The gear 14 and the drive shafts 15 and 16 are transmitted to the drive wheels 17 and 18 through these in this order. As a result, the vehicle starts and moves forward. In this forward travel position, no pressure oil is supplied to the reverse brake 21, and the reverse brake 21 is in a released state.

  After the first set time has elapsed from the start of the slip control, the transmission controller 41 receives the clutch input shaft rotation information obtained from the clutch input shaft rotation sensor and the clutch output shaft rotation information obtained from the clutch output shaft rotation sensor. Based on the above, the input / output rotational speed difference of the forward clutch 20 is calculated, the hydraulic pressure supplied to the forward clutch 20 is gradually raised according to the input / output rotational speed difference, and finally the magnitude that does not slip, that is, the engine torque Control is made to a fully engaged state with the above clutch torque.

  On the other hand, when the shift lever is moved from the non-traveling position to the R (reverse) position, the manual valve 51 in the hydraulic control unit 32 is released, and the transmission controller 41 controls the reverse brake solenoid to completely move to the reverse brake 21. Pressure oil lower than the hydraulic pressure required for fastening is supplied until the second set time elapses. As a result, the reverse brake 21 slips and transmits the remaining power to the clutch output shaft 7 while changing a part of the power output from the engine 1 into heat. The ON / OFF solenoid valve 52 shuts off the bypass oil passage 54 in the OFF state.

  That is, in this state, the carrier 22c rotates with the brake applied, so that a part of the power transmitted from the engine 1 to the clutch input shaft 5 and the ring gear 22r integrated therewith moves backward via the carrier 22c. While the brake 21 is brought into the slip state, the remaining power is transmitted from the ring gear 22r to the sun gear 22s via the pinion 22p. The rotation direction of the sun gear 22s is opposite to the rotation direction of the clutch input shaft 5. The power transmitted to the sun gear 22s is transmitted to the drive wheels 17 and 18 via the clutch output shaft 7, the belt type continuously variable transmission mechanism 19 and the like. In this reverse position, no hydraulic pressure is supplied to the forward clutch 20, and the forward clutch 20 is in a released state.

Even at the time of reverse, the hydraulic pressure supplied to the reverse brake 21 is gradually raised after the second set time has elapsed since the start of the slip control, as in the case of forward start. It is concluded.
[When the vehicle is running after starting]

  As described above, when the first set time elapses after starting at the forward travel position, the transmission controller 41 controls the forward clutch solenoid 44 to change the hydraulic pressure supplied to the forward clutch 20 according to the clutch input / output rotational speed difference. The forward clutch 20 is brought into a completely engaged state without slip so that the clutch torque at the forward clutch 20 becomes equal to or higher than the engine torque. At this time, in the hydraulic control unit 32, the pressure oil is supplied to the forward clutch 20 via the manual valve 51 as shown in FIG. The ON / OFF solenoid valve 52 shuts off the bypass oil passage 54 in the OFF state.

  In this state, the sun gear 22s of the forward / reverse switching mechanism 6 has the same rotational speed as that of the ring gear 22r, and these rotate together with the carrier 22c. Therefore, the clutch output shaft 7 rotates in the same direction and at the same rotational speed as the clutch input shaft 5, and the power of the engine 1 is input to the belt type continuously variable transmission mechanism 19 as it is.

  The transmission ratio of the belt-type continuously variable transmission mechanism 19 is controlled by the transmission controller 41. That is, the target speed ratio is determined based on the vehicle speed information obtained from the vehicle speed sensor (not shown) by the transmission controller 41, the throttle opening information, the engine speed information obtained from the engine controller 40, and the like so as to be the target speed ratio. The hydraulic pressure supplied to the primary pulley oil chamber 33 is adjusted so that the movable sheaves of the primary pulley 8 and the secondary pulley 10 are displaced. The output of the belt-type continuously variable transmission mechanism 19 obtained according to this gear ratio is transmitted to the left and right drive wheels 17 and 18 via the output gear 12, the drive gear 13, the differential gear 14, and the drive shafts 15 and 16. Then, the drive wheels 17 and 18 are driven to drive the vehicle forward.

  On the other hand, during reverse travel, when the second set time elapses while the reverse brake 21 is slipped, the transmission controller 41 controls the reverse brake solenoid 45 so that the hydraulic pressure supplied to the reverse brake 21 is input / output to the clutch. The reverse brake 21 is increased according to the rotational speed difference, and finally the reverse brake 21 is brought into a completely engaged state without slip so that the brake torque at the reverse brake 21 becomes equal to or higher than the engine torque. At this time, in the hydraulic control unit 32, the pressure oil is supplied to the forward clutch 20 via the manual valve 51 as shown in FIG. The ON / OFF solenoid valve 52 shuts off the bypass oil passage 54 in the OFF state.

In this fully engaged state, the power input from the engine 1 as it is is transmitted to the ring gear 22r of the forward / reverse switching mechanism 6 connected to the clutch input shaft 5, but on the carrier 22c fixed so as not to rotate. The pinion 22p is rotated, and the sun gear 22s meshing with the pinion 22p is rotated at a reverse speed. This reversed output is input to the belt type continuously variable transmission mechanism 19 and transmitted to the drive wheels 17 and 18 as in the case of the forward traveling, although the rotational direction is different.
[Warm-up operation control]

  FIG. 6 is a flowchart showing the flow of the forward clutch control process executed by the transmission controller 41 of the first embodiment. Each step will be described below. In the first embodiment, only the forward clutch 20 is used. However, the reverse brake 21 can also be used. In this case, the same control as that of the forward clutch 20 is performed.

  In this case, first, the shift lever sensor 42 detects that the shift lever is in the P position, and the AT oil temperature sensor 43 detects that the oil temperature of the transmission is equal to or lower than a predetermined value and requires warming up. The flow of warm-up operation processing after confirmation is shown.

  In step S1, the clutch torque Tc is set to the specified clutch torque, and the process proceeds to step S2. The prescribed clutch torque is set to a maximum torque as long as the vehicle does not start due to the holding torque of the parking gear, and the forward clutch 20 is brought into a slip state to promote warm-up of the belt type continuously variable transmission mechanism 19. Step S1 constitutes warm-up operation control means of the present invention.

  In step S2, the clutch heat generation amount Q due to the friction of the forward clutch 20 is calculated, and the routine proceeds to step S3. The clutch heat generation amount Q is calculated by the product of the clutch torque Tc, the engine rotation speed Ne, and the elapsed time Δt from the start of the specified clutch torque generation.

  In step S3, it is determined whether or not the clutch heat generation amount Q is equal to or greater than the allowable heat generation amount. If YES, the process proceeds to step S4. If NO, step S2 is repeated to cause the forward clutch to generate heat. The allowable heat generation amount is a value obtained in advance by calculation or experiment in consideration of the proof strength of the forward clutch 20 and the like.

  In step S4, since the heat generation amount of the forward clutch 20 is equal to or greater than the allowable heat generation amount, the forward clutch 20 is released and the forward clutch 20 is cooled. In step S5, the forward clutch 20 is released until the cooling time t exceeds the specified cooling time. When the specified cooling time is exceeded, the process proceeds to step S6. The specified cooling time corresponds to the predetermined time of the present invention, and is a value obtained in advance by calculation or experiment in consideration of the cooling speed of the forward clutch 20.

  In step S6, it is determined whether or not the oil temperature T in the transmission detected by the AT oil temperature sensor 43 is higher than the specified oil temperature. If YES, the warm-up operation is terminated. If NO, the process returns to step S1. Repeat the warm-up operation. The specified oil temperature is a value obtained in advance by calculation or experiment in consideration of circulation in the transmission, response of the hydraulic circuit, and the like.

FIG. 7 is a time chart showing the state of the clutch heat generation amount Q and the clutch torque Tc of the forward clutch 20 during the warm-up operation. Also, in the figure, the magnitude of the clutch heat generation amount Q and the clutch torque Tc are not actual magnitudes, but schematically show their changing tendency.

The forward clutch 20 slips and generates heat when engaged by the clutch torque Tc. Since the heat generation amount reaches the allowable heat generation amount at time t ₁ , the clutch torque Tc is set to 0 and the forward clutch 20 is released. Then, fastening again the forward clutch 20 to the specified clutch torque at the time through a defined cooling time t _2. This is repeated until the oil temperature T in the transmission reaches the specified oil temperature.

  Next, the effect of the starting friction element control device of the first embodiment will be described.

  (1) Even when the vehicle is stopped, the oil passage 53 between the forward clutch solenoid 44 and the forward clutch 20 can be communicated by the ON / OFF solenoid valve 52 during warm-up operation, and pressure oil can be supplied to the forward clutch 20. As a result, heat can be generated by the slip of the forward clutch 20, and the oil temperature in the transmission can be quickly raised. Therefore, the warm-up operation time can be shortened, and quick hydraulic circuit responsiveness can be secured and fuel consumption can be improved.

  (2) Since the bypass oil passage 54 that bypasses the manual valve 51 and the ON / OFF solenoid valve 52 are only added to the existing hydraulic circuit, the structure for warming up while the vehicle is stopped is minimally changed. This can be realized and cost reduction can be achieved.

  (3) Since the ON / OFF solenoid valve 52 is used for the control valve of the present invention, when an abnormality occurs in the ON / OFF solenoid valve 52 that is a control valve, the control valve is turned OFF and the bypass oil passage 54 is shut off. Therefore, safety can be ensured even when an abnormality occurs in the ON / OFF solenoid valve 52.

  (4) The heat generation amount of the forward clutch 20 is monitored during the warm-up operation, and when the heat generation amount exceeds the allowable heat generation amount, the forward clutch 20 is released and the forward clutch 20 is cooled, and then the forward clutch Since the clutch 20 is re-engaged and slipped to generate heat, the forward clutch 20 can achieve an improvement in yield strength of the forward clutch 20 without exceeding the allowable heat generation amount.

  (5) The clutch torque of the forward clutch 20 during the warm-up operation is set to the maximum possible clutch torque among the magnitudes at which the vehicle does not start due to the holding torque of the parking gear, so the amount of heat generated by the slip of the forward clutch 20 is large. The oil temperature in the transmission can be quickly raised. Accordingly, the warm-up time can be shortened, and quick hydraulic circuit responsiveness can be secured and fuel consumption can be improved.

  (6) When the warm-up is necessary after a predetermined time has elapsed from the start of slip reduction of the forward clutch 20, the forward clutch 20 is slipped again, so that the forward clutch 20 is prevented from exceeding the allowable heat generation amount. Can warm up quickly.

  In addition, said (1)-(6) can be applied also when using both the reverse brake 21 or both the forward clutch 20 and the reverse brake 21 instead of using the forward clutch 20, and obtains the same effect. Can do.

  The vehicle starting clutch control device of the present invention has been described based on the first embodiment. However, the specific configuration is not limited to these embodiments, and the claims relate to each claim. Design changes and additions are allowed without departing from the spirit of the invention.

  In the first embodiment, the start friction control device is applied to the engagement control of the forward clutch and the reverse brake of the vehicle equipped with the belt type continuously variable transmission, but the vehicle equipped with the stepped automatic transmission or the toroidal continuously variable transmission is shown. It can be applied to various vehicles having a starting friction element that is fastened at the time of starting and transmits input torque from a driving source, such as a mounted vehicle, an automatic MT mounted vehicle, a hybrid vehicle, and an electric vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall system diagram showing a drive system and a control system of a vehicle equipped with a belt type continuously variable transmission to which a starting friction element control device according to a first embodiment is applied. 1 is a schematic diagram of a hydraulic circuit near a forward clutch solenoid in a hydraulic control unit according to a first embodiment. 2 is a schematic hydraulic circuit diagram in the vicinity of a forward clutch solenoid in the hydraulic control unit when the vehicle is stopped when the warm-up operation is not performed according to the first embodiment. 1 is a schematic hydraulic circuit diagram in the vicinity of a forward clutch solenoid in a hydraulic control unit when a vehicle is stopped in a warm-up operation according to a first embodiment. 1 is a schematic diagram of a hydraulic circuit in the vicinity of a forward clutch solenoid in a hydraulic control unit during traveling according to a first embodiment. 3 is a flowchart showing a flow of forward clutch control processing executed by the transmission controller according to the first embodiment. 6 is a time chart of forward clutch control processing executed by the transmission controller according to the first embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 2 Engine output shaft 3 Torsional damper 4 Flywheel 5 Clutch input shaft 6 Forward / reverse switching mechanism 7 Clutch output shaft 8 Primary pulley 9 CVT belt 10 Secondary pulley 11 Secondary pulley shaft 12 Output gear 13 Drive gear 14 Differential gear 15 Drive Shaft 19 Belt type continuously variable transmission mechanism 20 Forward clutch 21 Reverse brake 22 Simple planetary gear 23 Transmission case 30 Oil tank 31 Oil pump 32 Hydraulic control unit 33 Primary pulley oil chamber 40 Engine controller 41 Transmission controller 42 Shift lever sensor 43 AT oil Temperature sensor 44 Forward clutch solenoid 45 Reverse brake solenoid 50 Hydraulic source 51 Manual valve 52 Solenoid valve 53 Oil passage 54 Bypass oil passage

Claims (7)

In a vehicle start friction element control device in which a start friction element is arranged between an engine and a transmission,
A warm-up operation control means for performing a warm-up operation by slipping a starting friction element during a warm-up operation while the vehicle is stopped with the shift lever at the stop position;
A starting friction element control device for a vehicle, comprising: The vehicle starting friction element control device according to claim 1,
A manual valve that links between a hydraulic pressure source and the starting friction element in conjunction with the shift lever, communicates when the shift lever is in a travel position, and shuts off when the shift lever is in a stop position; A bypass oil passage that bypasses the valve and communicates between the hydraulic source and the starting friction element;
A control valve that switches so as to communicate or block the bypass oil passage during the warm-up operation;
A starting friction element control device for a vehicle, comprising: The starting friction element control device for a vehicle according to claim 2,
The control valve is an ON / OFF solenoid valve, and communicates with the bypass oil passage when the ON / OFF solenoid valve is ON, and shuts off when the ON / OFF solenoid valve is OFF. Vehicle starting friction element control device. The vehicle starting friction element control device according to any one of claims 1 to 3,
The vehicle start-up friction element control device characterized in that the warm-up operation control means slips the start-up friction element by repeatedly engaging and releasing the start-up friction element during the warm-up operation. The vehicle starting friction element control device according to any one of claims 1 to 4,
A starting friction element control device for a vehicle, wherein a fastening torque due to slippage of the starting friction element is set smaller than a parking holding torque due to a parking gear and a park pole of the transmission. The vehicle starting friction element control device according to any one of claims 1 to 6,
The start-up friction element control device for a vehicle, wherein the warm-up operation control means controls so as to reduce the slip of the start-up friction element when the heat generation amount of the start-up friction element exceeds an allowable heat generation amount . The vehicle starting friction element control device according to any one of claims 1 to 6,
The warm-up operation control means causes the start-up friction element to slip again when the warm-up is required after a predetermined time has elapsed from the start of slip reduction of the start-up friction element. Control device.

Images