JP2007092823A - Transmission controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a transmission controller by which traveling performance or the like is improved. <P>SOLUTION: The transmission controller 60 for performing speed change control as a function of traveling states comprises first judging means S11, S51 for judging whether a difference between a mean value of a revolution speed of a driving wheel and a transmission output speed falls within a given range or not, a second judging means S12 for judging whether a difference in driving wheel speed is beyond a given range or not, and a first speed change control means 13 for making the shift to a first speed change schedule when it has been judged that the difference fell within a given range by the first judging means 11 and besides the difference in driving wheel speed was beyond a given value by the second judging means 12. In this case, there are provided a third judging means S53 for judging whether the revolution speed of the driving wheel is larger than that of a driven wheel or not and a second speed change control means S55 for making the shift to a second speed change schedule when it has been judged that the difference fell within a given range by the first judging means 51 and besides the revolution speed of the driving wheel was larger than that of the driven wheel by the third judging means S53. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a transmission control device that shifts and transmits an output from a drive source to drive wheels.

  The vehicle is configured so that the output from the drive wheels is shifted by a transmission and transmitted to the drive wheels. As a transmission, a continuously variable transmission having a V-belt mechanism in which a V-belt is wound around a driving pulley and a driven pulley with variable pulley width is well known. This transmission changes the pulley width by controlling the hydraulic pressure of the hydraulic oil supplied to the drive side and driven side pulleys, and changes the winding radius of the V belt around the pulleys, thereby changing the speed steplessly. The ratio can be changed and controlled. A vehicle having such a transmission is provided with a control device for controlling the hydraulic pressure according to the vehicle state and controlling the operation of the transmission.

  In addition, the vehicle may slip when starting or running on a road surface having a low friction coefficient. Therefore, the control device as described above determines whether or not the road surface has a low coefficient of friction (whether or not slip occurs) based on input information from detectors arranged in each part of the vehicle, There is known a control device that performs shift control according to the running state, such as limiting the upshift of the transmission when it is determined that the road surface has a low coefficient of friction and there is a possibility of slipping ( For example, see Patent Document 1). Further, the conventional control device is configured to calculate the acceleration of the vehicle, and when the acceleration exceeds a predetermined threshold, it is determined that the vehicle is in a slip state and performs shift control corresponding thereto.

  By the way, when starting, for example, when a vehicle is on ice and one of the driving wheels is spinning, a high rotation output is transmitted to the driving wheels, the spinning wheels rotate almost freely. On the other hand, the wheel on the unspun side grips the road surface and does not rotate. For this reason, the speed difference between the left and right wheels becomes large, and there is a possibility that a differential mechanism (hereinafter also referred to as a differential mechanism) interposed between the transmission and the drive wheels is loaded and seizure occurs.

Japanese Patent Publication No. 7-21311

  However, according to Patent Document 1, the conventional control device cannot accurately determine whether only one wheel is spinning. For this reason, an erroneous determination of the control device occurs, and the shift control according to the vehicle state or the traveling state is not appropriately performed, which may cause deterioration in traveling performance. In addition, since it is difficult to determine whether or not the vehicle is in a slip state based on the judgment based on the magnitude of acceleration, the conventional transmission is determined to be in a slip state once and shifts to a shift mode suitable for traveling in this state. Then, the shift control in that mode is continuously performed over a certain time. For this reason, there is a possibility that the running performance may be deteriorated by continuously performing the shift control corresponding to the slip state in spite of actually returning to the grip state.

  Conventionally, there has been known a vehicle in a form that performs cooling assist using fuel together with cooling by a normal water cooling device or the like when the engine continues at a high speed. In such a configuration, for example, if the restriction of upshifting continues during normal driving, the engine continues to run at a high speed, and the combustion chamber is in a state where the fuel is shifted to the rich side with respect to the optimal air-fuel ratio. Will tend to be supplied. As a result, unburned fuel may remain in the combustion chamber and gas containing harmful substances may be discharged into the atmosphere.

  In view of such a problem, the present invention provides a vehicle control apparatus that can perform stable traveling even when starting or traveling on a road surface that tends to be in a spin state or slip state such as on ice. For the purpose.

  To achieve the above object, a transmission control apparatus according to the present invention is provided in a vehicle including a transmission that shifts and transmits an output from a drive source to left and right drive wheels, and shift control according to a running state. In the transmission control apparatus configured to perform the first driving wheel speed detecting means for detecting the rotational speed of the left driving wheel, and the second driving wheel speed detecting means for detecting the rotational speed of the right driving wheel. And driven wheel speed detecting means for detecting the rotational speed of the driven wheel, output speed detecting means for detecting the output speed of the transmission, and rotation speeds detected by the first and second drive wheel speed detecting means. The difference between the driving wheel speed difference calculating means for calculating the speed difference between the left and right driving wheels, the average rotational speed detected by the first and second driving wheel speed detecting means, and the output speed detected by the output speed detecting means. Whether is within the specified range A first judging means for judging; a second judging means for judging whether or not the speed difference calculated by the driving wheel speed difference calculating means exceeds a predetermined value; and a rotational speed detected by the driving wheel speed detecting means. Third determination means for determining whether the rotational speed detected by the driven wheel speed detection means is greater than the rotational speed, and the first determination means determines that the difference between the average value and the output speed is within a predetermined range and the second When it is determined that the speed difference calculated by the determination means exceeds the predetermined value, the first shift control means for changing the transmission shift schedule to the first shift schedule and the average by the first determination means When the difference between the value and the output speed is determined to be within the predetermined range and the third determination means determines that the rotational speed detected by the drive wheel speed detection means is large, the transmission shift schedule of the transmission is set to the second of And a second shift control means for changing the speed schedule.

  In addition, the apparatus includes fourth determining means for determining whether or not the acceleration calculated based on the output speed detected by the output speed detecting means exceeds a predetermined value, and the acceleration is predetermined by the fourth determining means. When it is determined that the value is exceeded, it is preferable that the second shift control means performs control to change the shift schedule of the transmission to the second shift schedule. In addition, the driven wheel speed detection means comprises a first driven wheel speed detection means for detecting the rotation speed of the left driven wheel and a second driven wheel speed detection means for detecting the rotation speed of the right driven wheel, 5th judgment means which judges whether one of the left and right driven wheels exceeds the predetermined value based on the rotational speed detected by the first and second driven wheel speed detection means. When the fifth determining means determines that the rotational speed exceeds a predetermined value, the second shift control means performs control to change the transmission shift schedule to the second shift schedule. It is preferable to do.

  Further, it is preferable that the first and second shift control means be configured to perform control to reduce the output from the drive source. In addition, it is provided on a drive-side pulley that is variable in pulley width according to the hydraulic pressure of hydraulic oil that is provided and supplied to an input shaft connected to a drive source, and a counter shaft that is provided in parallel to the input shaft. A transmission is configured by including a V-belt mechanism including a driven pulley whose pulley width is variable according to the hydraulic pressure of the supplied hydraulic oil, and a V-belt wound around the driving and driven pulleys. The first and second shift control means increase the hydraulic pressure of the hydraulic oil supplied to the driving and driven pulleys and apply axial thrust to the driving and driven pulleys in the direction of narrowing the pulley width. It is preferable to perform the control. The transmission further includes a starting clutch that is provided on the countershaft and transmits the output of the countershaft to the drive wheels at a transmission rate corresponding to the engaged state. The transmission is configured to transmit the first and second shift control means to the transmission wheel. It is preferable that the control is performed to reduce the rate.

  According to the transmission control apparatus according to the present invention configured as described above, the drive wheel speed detection means for detecting the rotational speed of each of the left and right drive wheels, and the output speed detection means for detecting the output speed of the transmission, And a first determination means for determining whether or not a difference between an average rotational speed of the left and right drive wheels and an output speed of the transmission is within a predetermined range; and a speed difference between the left and right drive wheels Second determining means for determining whether or not the vehicle speed exceeds a predetermined value, wherein the first determining means determines that the speed difference is within a predetermined range and the second determining means determines the speed difference of the drive wheels. When it is determined that exceeds the predetermined value, the first shift control means performs control to change the shift schedule of the transmission to the first shift schedule. By setting the predetermined value of the second determination means to a value assumed in advance, it can be determined whether or not one wheel is spinning. Further, by setting the predetermined range of the first determination means to a numerical range assumed in advance, it can be determined whether or not the rotational speed detected from the first and second drive wheel speed detection means is a normal value. . Therefore, the first and second determining means can accurately determine whether or not the single wheel spin is occurring, and the shift control based on the determination result can be performed. The traveling performance and the fuel consumption that have been caused by the shift control being performed when the engine has not occurred are improved.

  Further, driven wheel rotational speed detecting means for detecting the rotational speed of the driven wheel is provided, and third determining means for comparing the magnitudes of the rotational speed of the driving wheel and the rotational speed of the driven wheel is provided. When the judging means judges that the speed difference is within the predetermined range and the third judging means judges that the rotational speed of the drive wheel is high, the second shift control means sets the shift schedule of the transmission to the second speed change. Control to change to a schedule is performed. By setting the predetermined value of the third determining means to a value assumed in advance, it can be determined whether or not both wheels are slipping. Therefore, since it is possible to accurately determine whether or not both wheels are slipping by the first and third determining means and to perform shift control based on the determination result, it is possible to reliably determine whether or not the vehicle is slipping. The driving performance and fuel efficiency can be improved. With such a transmission control device, one-wheel spin and both-wheel slip can be determined, respectively, and appropriate shift control according to each state can be performed.

  At this time, if it is configured to include fourth determination means for determining whether or not the acceleration calculated based on the output speed of the transmission exceeds a predetermined value, the predetermined value of the fourth determination means is assumed in advance. By setting this value to a certain value, it can be determined whether or not the vehicle is slipping more reliably, that is, whether or not it is necessary to limit the shift. Therefore, the shift control according to the running state can be performed more reliably. Further, first and second driven wheel speed detecting means for detecting the rotation speeds of the left and right driven wheels, and a fifth determination for determining whether the rotation speed of any one of the left and right driven wheels exceeds a predetermined value. The fifth determination means can determine whether or not the vehicle is in a moving state. Accordingly, when it is determined that there is a vehicle speed, it is assumed that the vehicle is traveling on a road surface having a low friction coefficient, and the shift control according to the traveling state can be performed more finely.

  Further, when the shift limiting means is configured to perform control to reduce the output from the drive source, the output transmitted to the drive wheels is reduced, so that excessive drive torque is not generated and slipping can be avoided. Each of the pulleys includes a drive pulley and a driven pulley with variable pulley widths, and a V-belt wound around both pulleys. If the control is performed so that the axial thrust is applied so as to narrow the pulley width of the pulley, even if the torque from the driving wheel side is generated on the counter shaft by shifting from the slip state to the gripped state during traveling, This axial thrust can catch the slip of the V-belt, and the vehicle can be driven stably. Further, the transmission is configured by including a starting clutch that transmits output to the drive wheel side at a transmission rate according to the engagement state, and configured to perform control for reducing the transmission rate of the starting clutch by the shift limiting means. As a result, the output transmitted to the drive wheels is reduced, no excessive drive torque is generated, and slipping can be avoided.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. FIG. 1 shows a power train PT of a four-wheeled vehicle provided with a transmission control device according to the present invention. The power train PT is composed of a hybrid drive source PW composed of an engine E and an electric motor M, and a transmission TM provided between the drive source PW and the drive wheels DRW. This vehicle is a front drive type, and two wheels, a front left wheel Wa and a front right wheel Wb, are driving wheels DRW, and two wheels, a rear left wheel Wc and a rear right wheel Wd, are driven wheels DNW.

  The engine E is a four-cylinder reciprocating engine using gasoline as fuel, and pistons are arranged inside four cylinder chambers 11, 11,... Formed in the cylinder block 10. The engine E includes an intake / exhaust control device 12 that performs intake / exhaust control for each cylinder chamber 11, and a fuel injection / ignition control device 13 that performs fuel injection control and injection fuel ignition control for each cylinder chamber 11. . The intake / exhaust control device 12 is provided with a throttle valve (not shown). The throttle valve is configured so that the opening degree θTH can be adjusted electrically. The fuel injection / ignition control device 13 is configured to increase the fuel injection amount to assist the cooling of the cylinder chambers 11, 11,. The electric motor M is disposed on the output shaft Es of the engine E, and is driven by an in-vehicle battery to assist the driving force of the engine E. When the vehicle decelerates, the electric motor M generates electric power by rotational driving from the wheel side. Charge the battery.

  The transmission TM includes a metal V-belt mechanism 20 disposed between the input shaft 1 and the counter shaft 2, a forward / reverse switching mechanism 30 disposed on the input shaft 1, and a counter shaft 2. The continuously variable transmission includes a start clutch 5 and a reduction gear train 6 to 8 connected to the start clutch 5. The input shaft 1 is connected to the output shaft Es of the engine E through a coupling mechanism CP. The counter shaft 2 and the idle shaft 7 of the reduction gear train are arranged in parallel with the input shaft 1.

  The metal V belt mechanism 20 includes a driving pulley 21 disposed on the input shaft 1, a driven pulley 26 disposed on the counter shaft 2, and a metal V wound between the pulleys 21 and 26. Belt 25. The driving pulley 21 includes a fixed pulley half 22 fixed on the input shaft 1 and a movable pulley half 23 that can move relative to the fixed pulley half 22 in the axial direction. On the side of the movable pulley half 23, a drive side cylinder chamber 24 is formed surrounded by a cylinder wall 23a. The movable pulley half 23 moves in the axial direction according to the hydraulic pressure of the hydraulic oil supplied to the drive side cylinder chamber 24. The driven pulley 26 includes a fixed pulley half 27 fixed to the counter shaft 2 and a movable pulley half 28 that can move relative to the fixed pulley half 27 in the axial direction. A driven cylinder chamber 29 is formed on the side of the movable pulley half 28 surrounded by a cylinder wall 28a. The movable pulley half 28 moves in the axial direction according to the hydraulic pressure of the hydraulic oil supplied to the driven side cylinder chamber 29. By controlling the hydraulic pressure of the hydraulic oil supplied to both cylinder chambers 24 and 29, the pulley groove widths of both pulleys 21 and 26 change, the winding radius of the metal V-belt 25 changes, and the gear ratio is stepless. Can be changed.

  The forward / reverse switching mechanism 30 includes a planetary gear mechanism, and includes a sun gear 31 coupled to the input shaft 1, a ring gear 32 coupled to the fixed pulley half 22, a carrier 33 that can be fixedly held by a reverse brake 37, and a sun gear. 31 and a forward clutch 35 capable of connecting the ring gear 32 to each other. When the forward clutch 35 is engaged, all the gears 31 to 33 rotate integrally with the input shaft 1, and the drive pulley 21 is rotationally driven in the same direction (forward direction) as the input shaft 1 by driving the engine E. On the other hand, when the reverse brake 37 is engaged, the carrier 33 is fixed and held, so that the ring gear 32 is driven in a direction opposite to that of the sun gear 31, and the driving pulley 21 is driven in the direction opposite to that of the input shaft 1 by driving of the engine E. It is driven to rotate in the reverse direction. The forward clutch 35 and the reverse brake 37 are operated by supplying hydraulic oil. The forward clutch 35 changes the engagement state according to the supplied hydraulic pressure, and transmits the rotation of the input shaft 1 to the fixed pulley half 22 of the driving pulley 21 at a transmission rate corresponding to the engagement state.

  The starting clutch 5 is a hydraulic clutch that controls power transmission between the counter shaft 2 and the reduction gear trains 6 to 8, and the output generated on the counter shaft 2 is transmitted at a transmission rate according to the engaged state. To ~ 8. When the starting clutch 5 is engaged, the output from the engine E that has been shifted by the metal V-belt mechanism 20 is transmitted to the reduction gear trains 6 to 8, decelerated by the reduction gear trains 6 to 8, and transmitted to the differential mechanism 9. Is done. The differential mechanism 9 divides the transmitted output into left and right and transmits the output to the driving wheel DRW via the left and right axle shafts 9a and 9b.

  In such a transmission TM, transmission control is performed by pulley control hydraulic pressures Pdr and Pdn supplied from the electromagnetic control valve CV to the cylinder chambers 24 and 29 of the pulleys 21 and 26 through the oil passages 41 and 42, respectively. The forward / reverse switching control is performed by the forward / reverse control hydraulic pressure supplied to the forward clutch 35 and the reverse brake 37 via the oil passage that is not performed, and the starting clutch engagement control is performed by the clutch control hydraulic pressure PCL supplied via the oil passage 43. Done.

  Various sensors are disposed in the vehicle. For example, as shown in FIG. 1, a drive-side pulley rotational speed sensor 51 that is attached in the vicinity of the drive-side pulley 21 and detects the rotational speed Ndr of the drive-side pulley, and a driven-side pulley that is attached in the vicinity of the driven pulley 26 A driven pulley rotational speed sensor 52 for detecting a rotational speed Ndn of 26, an output speed sensor 53 for detecting an output speed VTM of the transmission TM, which is attached in the vicinity of the final gear 8b constituting the reduction gear trains 6-8. Is provided. By this output speed sensor 53, the output speed VTM immediately before being divided by the differential mechanism 9 is detected.

  Further, a first driving wheel rotational speed sensor 54 that is attached in the vicinity of the front left wheel Wa and detects the rotational speed Nwa of the front left wheel Wa, and a rotational speed Nwb of the front right wheel Wb that is attached in the vicinity of the front right wheel Wb. A second driving wheel rotational speed sensor 55 for detecting, a first driven wheel rotational speed sensor 56 for detecting the rotational speed Nwc of the rear left wheel Wc attached in the vicinity of the rear left wheel Wc, and a part of the rear right wheel Wd. And a second driven wheel rotational speed sensor 57 for detecting the rotational speed Nwd of the rear right wheel Wd.

  The vehicle is provided with a control device 60 that controls operation of the drive source PW, the transmission TM, and the like. The control device 60 receives detection signals from the sensors 51 to 57 and signals indicating the engine state such as the engine rotational speed Ne and the opening degree θTH of a throttle valve provided in the intake / exhaust control device 12. The control device 60 determines the vehicle state based on the input signal and outputs an operation control signal. The control device 60 is configured to perform operation control of the drive source PW, such as outputting an operation control signal to the electric motor M to perform driving force assist by the electric motor M. Further, the operation control signal is output to the solenoid of the electromagnetic control valve CV to control the operation of the electromagnetic control valve CV, thereby setting the pulley control hydraulic pressures Pdr and Pdn, the forward / reverse switching control hydraulic pressure, and the clutch control hydraulic pressure PCL. The operation of the transmission TM is controlled, for example, by adjusting the output transmitted from the source PW to the drive wheels DRW.

  The control device 60 is provided with a timer 61 and a memory 62. The memory 62 stores engine information such as engine speed Ne and throttle valve opening θTH, driving operation information such as shift lever position and accelerator pedal opening, and rotation speeds Nwa to Nwd of front and rear wheels Wa to Wd. Maps for determining pulley control oil pressures Pdr, Pdn, clutch control oil pressure PCL, etc. in accordance with wheel information are stored in advance. Further, such a map is stored for each of a plurality of shift modes set in advance according to the vehicle state. For example, in addition to the shift mode for normal travel, a shift mode for road travel with a low friction coefficient, a shift mode for travel on ice, and the like are set. Pulley control hydraulic pressures Pdr, Pdn and clutches are set for each of these shift modes. A map for determining the control hydraulic pressure PCL is stored. The shift schedule is changed by selecting a map as appropriate according to the traveling state and setting the pulley control oil pressures Pdr and Pdn according to the map.

  As such maps, FIGS. 5 to 7 illustrate maps for obtaining the target rotational speed Ndr of the driving pulley 21 in accordance with the vehicle speed and the throttle valve opening θTH. Pulley control hydraulic pressures Pdr and Pdn are calculated using the value of the rotational speed Ndr of the driving pulley 21 obtained from this map as a parameter. FIG. 5 is a map selected during normal traveling, FIG. 6 is a map selected during traveling on a road having a low friction coefficient, and FIG. 7 is a map selected during traveling on ice.

  5 and 6, a solid line (circle plot) A is a diagram when the throttle valve is slightly opened, and a dotted line (triangle plot) B is when the throttle valve opening θTH is fully open. A solid line (triangular plot) C is a diagram when the opening degree θTH of the throttle valve is in an intermediate state. Both maps are shifted to the overdrive (OD) side as the throttle valve opening θTH increases, and the rotational speed Ndr of the target drive pulley 21 for the same vehicle speed decreases, and the throttle valve opening θTH decreases. Accordingly, the rotational speed Ndr of the target drive side pulley 21 is set to increase with respect to the same vehicle speed. On the other hand, as shown in FIG. 7, the map selected when traveling on ice does not depend on the throttle valve opening θTH, and is set so that the target rotational speed Ndr of the drive-side pulley 21 is obtained according to the vehicle speed. And is set to shift to the low side.

  Next, processing performed by the control device 60 will be described. The process shown in FIG. 2 is repeatedly performed every predetermined time (for example, 10 msec) when the vehicle starts.

  First, it is determined whether or not the absolute value of the difference between the output speed VTM of the transmission TM and the rotational speeds Nwa and Nwb of the front wheels Wa and Wb is within a preset predetermined range (for example, 3.5 km / h or less). (Step S11). In performing this processing, the control device 60 determines both rotational speeds Nwa, Nwb based on the rotational speeds Nwa, Nwb of the front left wheel Wa and the front right wheel Wb detected by the first and second drive wheel rotational speed sensors 54, 55. Is calculated in advance ((Nwa + Nwb) / 2). The control device 60 calculates the difference between the average value of the rotational speeds Nwa and Nwb and the output speed VTM detected by the output speed sensor 53, and determines whether or not the difference is within a predetermined range.

  Here, when the first and second drive wheel rotational speed sensors 54 and 55 are operating normally, the rotational speed Nwa of the front left wheel Wa and the rotational speed Nwb of the front right wheel Wb are respectively divided by the differential mechanism 9. The difference from the output speed VTM of the transmission TM immediately before the transmission is almost the same and falls within a predetermined numerical range. Accordingly, when the difference between the average value of both the rotational speeds Nwa and Nwb and the output speed VTM deviates from such a predetermined range, at least one of the first and second drive wheel rotational speed sensors 54 and 55 fails. For example, a case where a normal detection signal is not input to the control device 60 is given. Therefore, in step S1, it is possible to determine whether or not the first and second drive wheel rotational speed sensors 54 and 55 are normal by setting an appropriate numerical value range in advance. In the present configuration example, a detector for detecting a failure of the output speed sensor 53 is provided in the same manner as in the prior art, and a transmission that is input to the control device 60 in advance by this detector before performing this processing. It is guaranteed that the TM output speed VTM is a normal value.

  If it is determined in step S11 that the absolute value of the difference between the average value of the rotational speeds Nwa and Nwb of the front wheels Wa and Wb and the output speed VTM of the transmission TM is within a predetermined range, that is, the wheels of the front wheels Wa and Wb. If it is determined that the information is normal, the rotation speed Nwa of the front left wheel Wa detected by the first drive wheel rotation speed sensor 54 and the rotation of the front right wheel Wb detected by the second drive wheel rotation speed sensor 55 are detected. It is determined whether or not the absolute value of the difference from the speed Nwb exceeds a predetermined threshold (step S12). This threshold value is determined according to the output speed VTM of the transmission TM, and a table in which the output speed VTM is associated with the threshold value is stored in the memory 62 in advance. In addition, this threshold is set to be larger than a speed difference that can occur during traveling such as when a temper tire is attached to the front wheels Wa and Wb or when the front wheels Wa and Wb are punctured. It is set to be smaller than a value that does not cause seizure in the differential mechanism 9 even if the vehicle starts with normal shift control in a state where a speed difference equal to or less than the threshold value is generated.

  If it is determined in step S12 that the speed difference exceeds the threshold value, it is assumed that one wheel of the front left wheel Wa and the front and rear wheels Wb is spinning, and one wheel spins from the shift mode at the normal start. Shifts to the shift mode when the vehicle is started in a running state (step S13). That is, the map shown in FIG. 7 is selected instead of the map shown in FIG. 5 as a map for obtaining the driving pulley rotational speed Ndr, and the shift schedule during normal travel is changed to the shift schedule during ice travel. In the map shown in FIG. 7, the shift control (shift with a large reduction ratio) shifted to the low side is performed regardless of the opening of the throttle valve as described above. Therefore, even if the throttle valve opening becomes large (even if the accelerator pedal is depressed), the reduction ratio becomes small as in the case where the map for normal driving shown in FIG. 5 is selected. Therefore, the output speed VTM of the transmission TM does not increase excessively, and the speed difference does not become excessively large even when a left-right speed difference occurs due to a one-wheel spinning state. In this way, burn-in of the differential mechanism 9 is avoided.

  If it is determined in step S11 that the speed difference is not within the predetermined range, that is, if it is determined that the wheel information of the front wheels is not normal, a determination process on ice similar to the conventional one is performed (step S30). As shown in FIG. 3, in this conventional process, first, acceleration is calculated from the output speed VTM of the transmission TM detected by the output speed sensor 53, and the calculated acceleration exceeds a predetermined threshold value. It is judged whether it is (step S31). If it is determined that the acceleration exceeds the threshold value, the time measurement by the timer 61 is restarted (step S32), and it is determined whether or not the accelerator pedal opening exceeds a predetermined opening (step S33).

  If it is determined in step S33 that the accelerator pedal opening is large, that is, the accelerator pedal is depressed, the front wheel Wa and Wb are slipping, and the map for traveling on ice shown in FIG. 7 is selected. Thus, the shift control is performed (step S34). If it is determined in step S33 that the opening of the accelerator pedal is small, the map for normal driving shown in FIG. 5 is selected to perform shift control (step S36).

  On the other hand, if it is determined in step S31 that the acceleration is equal to or less than the threshold value, it is determined whether or not the timer 61 is operating (step S35). If the timer 61 is not operating, the map for normal driving shown in FIG. 5 is selected (step S36). If it is determined that the timer 61 is operating, the process proceeds to step S33, where it is determined whether or not the accelerator pedal opening is large. The timer 61 automatically stops when a predetermined time (for example, 500 msec) set to several times the calculation interval is counted. Therefore, once the process of step S32 is performed, the timer 61 continues to count in a plurality of subsequent calculation processes, and even if the acceleration falls below the threshold value, the timer 61 continues to count as long as the timer 61 counts. To step S33. This avoids frequent switching of maps. In step S33, instead of the determination based on the opening of the accelerator pedal, it may be configured to determine whether or not the opening θTH of the throttle valve exceeds a predetermined value.

  As described above, the control device 60 of the present configuration example is provided with the first and second drive wheel rotational speed sensors 54 and 55 for detecting the rotational speeds Nwa and Nwb on the front wheels Wa and Wb that are the drive wheels DRW, respectively. It is determined whether or not the difference between the rotational speeds Nwa and Nwb detected by both sensors 54 and 55 exceeds a predetermined threshold value. Based on this determination, it can be determined whether one of the left and right drive wheels DRW is spinning. If it is determined that the speed difference exceeds the threshold, the map for determining the rotational speed of the drive pulley 21 is changed. Then, the control for changing the shift schedule of the transmission TM is performed. As a result, optimal shift control can be performed when one wheel is spinning, and fuel consumption can be improved. In addition, the optimal setting of the threshold can eliminate the determination that the vehicle is spinning even if there is a speed difference due to puncture or temper tire mounting, and there is no misjudgment that one wheel is spinning. Can be configured. Further, the map setting selected at this time prevents the difference in speed between the left and right drive wheels from becoming excessively large, thereby avoiding the seizure of the differential mechanism 9.

  In addition, the difference between the average value of the rotational speeds Nwa and Nwb detected from the first and second drive wheel rotational speed sensors 54 and 55 in advance and the output speed VTM of the transmission TM detected by the output speed sensor 53 is It is determined whether it is within a predetermined range. Based on this determination, it is possible to determine whether at least one of the first and second driving wheel rotational speed sensors 54 and 55 has failed and the detection signal is normally input to the control device 60. In this configuration example, whether or not one wheel is spinning based on the detected rotational speeds Nwa and Nwb of the driving wheel DRW when the driving wheel DRW is determined to be normal by this determination processing. Judgment is made. For this reason, for example, although both wheels are in a grip state, there is no misjudgment that one wheel is spinning, and the limitation of upshift that has occurred due to such misjudgment is avoided, Improvements in fuel consumption and exhaust gas components can be achieved. Further, since it is possible to detect a sensor failure by this determination, it is not necessary to provide a dedicated sensor failure detection device, and the cost can be reduced.

  Further, when it is determined that the wheel information is normal and the speed difference between the drive wheels DRW is not large, it is determined that the left and right drive wheels Wa and Wb are in a gripped state. Operation control of the transmission TM is performed so as to start the vehicle. Similarly, even when it is determined that the wheel information of the drive wheel is not normal, a conventional determination process that is performed without using the detection results of the drive wheel rotational speed sensors 54 and 55 is performed. When it slips, it can start smoothly.

  Next, processing performed by the control device 60 will be described with reference to FIG. The process shown in FIG. 4 is repeatedly performed every predetermined time (for example, 10 msec) during traveling.

  First, determination processing similar to that in step S11 in FIG. 2 is performed (step S51). Thus, it is determined whether or not normal detection signals are input to the control device 60 from the first and second drive wheel rotational speed sensors 54 and 55.

  If it is determined in step S51 that the speed difference is within the predetermined range, whether or not the rotational speeds Nwc and Nwd detected from the first and second driven wheel rotational speed sensors 56 and 57 exceed a predetermined threshold value. Is determined (step S52). Thereby, it can be determined whether the vehicle is in a traveling state.

  If it is determined in step S52 that one of the rear wheels Wc, Wd exceeds the threshold value, that is, if it is determined that the vehicle is in a traveling state, the rotational speeds Nwc, Nwd of the rear wheels Wc, Wd The larger value (max Nwc, Nwd) is compared with the average value ((Nwa + Nwb) / 2) of the rotational speeds Nwa, Nwb of the front wheels Wa, Wb (step S53). Here, since the rear wheels Wc and Wd are driven wheels DNW, the rotational speeds Nwc and Nwd of the rear wheels Wc and Wd can be handled as the actual vehicle speed. If the rotational speeds Nwa and Nwb of the front wheels Wa and Wb are larger than the rotational speeds Nwc and Nwd of the rear wheels Wc and Wd, the vehicle may slip and the drive wheels DNW may be idle.

  If it is determined in step S53 that the average values of the rotational speeds Nwa and Nwb of the front wheels Wa and Wb are larger than the rotational speeds Nwc and Nwd of the rear wheels Wc and Wd, that is, it is determined that the vehicle may slip. Then, it is determined whether or not the acceleration of the vehicle exceeds a predetermined threshold value (step S54). The acceleration (dVTM / dt) is obtained from the output speed VTM of the transmission TM.

  If it is determined in step S54 that the acceleration exceeds the threshold value, it is assumed that the vehicle has slipped while traveling on a road with a low coefficient of friction, and the speed change mode set on the assumption that the vehicle is traveling on the road. (Step S55). At this time, instead of the map for normal driving shown in FIG. 5, the map for driving on the road of the low friction coefficient road shown in FIG. 6 is selected and the shift control is performed. This map prevents the drive wheel DRW from gripping rapidly by gradually upshifting the pulley ratio until the vehicle speed reaches a predetermined speed (for example, 40 km / h). Further, at a vehicle speed equal to or higher than a predetermined speed, the engine E is set so as not to over-rotate even if the vehicle speed rapidly increases with the rotational speed Ndr of the target driving pulley 21 being constant. Then, an operation control signal is output from the control device 60 to the electromagnetic control valve CV, and the operation oil pressure is set so as to increase the pulley supply oil pressures Pdr and Pdn supplied to the cylinder chambers 24 and 29 of both pulleys 21 and 26. Be controlled. Similarly, an operation control signal is output to the electromagnetic control valve CV, control for reducing the clutch engagement control hydraulic pressure PCL supplied to the start clutch 5 is performed, and control for reducing the engagement force of the start clutch 5 is performed. Further, an operation control signal is output to the throttle valve of the intake / exhaust control device 12, and the control to reduce the output from the engine E (drive source PW) is performed by reducing the throttle valve opening θTH. When such processing is performed, a series of processing ends.

  When it is determined in step S53 that one of the rotational speeds Nwc and Nwd of the rear wheels Wc and Wd exceeds the average value of the rotational speeds Nwa and Nwb of the front wheels Wa and Wb, and the acceleration calculated in step S54. When it is determined that dVTM / dt does not exceed the threshold value, it is determined that the vehicle is not in a slip state, and the normal driving map shown in FIG. 5 is selected to perform shift control (step S65). finish.

  Further, when it is determined in step S51 that the speed difference is not within the predetermined range, and when the rotational speeds Nwc and Nwd exceeding the predetermined threshold are not detected from the rear wheels Wc and Wd in step S52, that is, When the first and second driving wheel rotational drive sensors 54 and 55 are out of order, when it is determined that the vehicle is stopped, or when the first and second driven wheel rotational speed sensors 56 and 57 are out of order. When there is a possibility that the slip has occurred, a slip determination process as conventionally performed is performed. That is, as in step S54, it is determined whether or not the acceleration (dVTM / dt) calculated based on the output speed VTM of the transmission TM detected from the output speed sensor 54 exceeds a predetermined threshold value. (Step S71). This threshold value is also obtained according to the output speed VTM input from the output speed sensor using a table stored in advance in the memory 62.

  When it is determined in step S71 that the acceleration exceeds the threshold value, the timer 61 provided in the control device 60 is started (step S72), and in the same manner as in the relationship between steps S54 and S55, FIG. A map at the time of traveling on the road having a low friction coefficient shown in FIG. 6 is selected and the shift control is performed (step S75), and the series of processing ends while the timer 61 continues to measure time. The timer 61 is automatically stopped when a predetermined time has elapsed. This predetermined time is set to several times the calculation interval (for example, 10 msec). That is, once the timer 61 is started in step S72, the timer 61 continues to measure time in a plurality of processes that are repeatedly performed thereafter.

  When it is determined in step S71 that the acceleration does not exceed the threshold value, it is determined whether or not the timer 61 is operating (step S81). If it is determined that the timer 61 is stopped, it is assumed that the vehicle is traveling normally in the same manner as in the relationship of steps S54 and S65, and the map for normal traveling shown in FIG. S85), a series of processing ends.

  If the timer 61 is activated in step S81, it is determined that the acceleration exceeds the threshold in the determination process in step S71 in the previous process, and a long time has not elapsed since the determination was made. It is when the acceleration is determined to be equal to or less than the threshold in the determination process of step S71 in the current process. In such a case, that is, when it is determined in step S81 that the timer 61 is operating, the process proceeds to step S75, and the shift control in the shift mode set on the assumption of traveling on the road with a low friction coefficient is continued. (Step S75), and a series of processing is terminated. Thereby, it is possible to avoid frequent switching of the shift mode.

  Thus, according to the control device 60 of the present configuration example, the first and second drive wheel rotational speed sensors 54 and 55 for detecting the rotational speeds Nwa and Nwb of the left and right drive wheels Wa and Wb, respectively, and the left and right driven wheels First and second driven wheel rotational speed sensors 56 and 57 for detecting the rotational speeds Nwc and Nwd of Wc and Wd, and an output speed sensor 53 for detecting the output speed VTM of the transmission TM are provided. In step S51, it is determined whether or not the difference between the average value of the rotational speeds Nwa and Nwb of the left and right drive wheels Wa and Wb and the output speed VTM of the transmission TM is within a predetermined range. In step S53, the front wheels are determined. It is determined whether or not the average values of the rotational speeds Nwa and Nwb of Wa and Wb exceed the rotational speeds Nwc and Nwd of the driven wheel DNW.

  The determination process in step S51 can determine whether or not the input signals from the drive wheel rotational speed sensors 54 and 55 are normal in the same manner as in step S11 in the flowchart shown in FIG. In step S53, it can be determined whether or not the vehicle is in a slip state. As described above, after it is ensured that the input information from the drive wheel rotational speed sensors 54 and 55 is normal in step S51, it is determined in step S53 whether or not the road surface is in a slip state with a low friction coefficient. be able to. Since the control device 60 of the present configuration example is configured to perform the shift control based on the determination result with improved reliability in this way, there is no need to delay the mode switching as in the conventional case, and the traveling performance is improved. Improvement of fuel consumption and exhaust gas components.

  At this time, in step S54 for determining whether or not the acceleration (dVTM / dt) calculated based on the output speed VTM of the transmission TM exceeds a predetermined threshold, this threshold is appropriately set to a value assumed in advance. By being set, it can be more reliably determined whether or not the vehicle is in the slip state. Therefore, the shift control according to the running state can be performed more reliably. The first and second driven wheel rotational speed sensors 56 and 57 for detecting the rotational speeds Nwc and Nwd of the left and right driven wheels Wc and Wd, and the rotational speeds Nwc and Nwd of the left and right driven wheels Wc and Wd are a predetermined threshold value. Whether or not the vehicle is moving can be determined in step S52 for determining whether or not the vehicle is exceeded. Accordingly, it can be determined whether or not the vehicle is traveling, and the shift control based on the traveling state can be further finely performed.

  Since it is possible to reliably determine whether or not the vehicle is in the slip state in this manner, it is uncertain whether the vehicle is in the slip state or not so that the upshift is restricted over a plurality of processes as in the conventional case. Therefore, there is no need to continue the shift mode in the slip state, and when the grip state is reached, the shift control corresponding to the state can be surely performed, and the running performance is improved.

  Further, in this configuration, when the vehicle slips while traveling on a road having a low friction coefficient, the throttle valve opening θTH that can be electrically controlled is reduced to reduce the output from the drive source PW. Is called. For this reason, the drive torque transmitted to the drive wheel DRW is reduced, so that spin and slip can be avoided, smooth start can be performed, and running performance can be improved. Further, the pulley control hydraulic pressures Pdr and Pdn supplied to the cylinder chambers 22 and 29 of both pulleys 21 and 24 are raised, and control is performed to apply axial thrust to both pulleys 21 and 26 in the direction of narrowing the pulley width. As a result, even when the gripping force of the drive wheel DRW suddenly increases and excessive torque is input to the countershaft 2 when returning from the spin or slip state to the normal running state, the two pulleys 21 and 26 can reduce the V The slip of the belt 25 can be received. As a result, when the slip state returns to the normal state, power transmission from the drive source PW to the drive wheels DRW can be stably performed, and traveling performance can be improved. Further, control for reducing the torque capacity of the starting clutch 5 is performed. As a result, when the vehicle is in the slip state, it is possible to start smoothly without generating excessive input torque, and to the counter shaft 2 even when the grip force is increased after returning to the normal state. An excessive torque is prevented from being input, and power transmission from the drive source PW to the drive wheels DRW can be performed stably.

  The throttle valve opening adjustment, pulley control hydraulic pressures Pdr and Pdn setting control, and clutch engagement control hydraulic pressure PCL setting control are performed in the shift control performed in the process of step S13 shown in FIG. May be. Thereby, in the process performed in FIG. 2 as well, the traveling performance is improved by performing stable power transmission.

  The transmission control device according to the present invention is not limited to the configuration of the above embodiment. For example, the operation control of the drive source PW while traveling on a road having a low friction coefficient is configured to perform control for adjusting the opening θTH of the throttle valve, but is not limited to this, for example, the operation to the electric motor M is performed. The driving force assist control by the electric motor M may be stopped by outputting a control signal, and the output from the electric motor M may be controlled. Furthermore, the output control of the drive source PW, the control of the pulley control hydraulic pressures Pdr and Pdn, and the control of the clutch engagement control hydraulic pressure PCL are all performed, but at least one of them may be performed. Further, the forward / reverse control hydraulic pressure may be controlled so that the engagement force of the forward clutch 35 is reduced.

  Further, the continuously variable transmission (CVT) including the metal V-belt mechanism 20 is illustrated as the transmission TM, but the present invention is similarly applied to other types of transmissions such as a gear type automatic transmission. Is possible. Although a front drive type vehicle has been illustrated, the rear wheels Wc and Wd may be used as the drive wheels DRW. Furthermore, although the hybrid type drive source PW comprised of the reciprocating type engine E and the electric motor M that use gasoline as fuel is illustrated, other forms of drive sources such as a compressed natural gas vehicle, a fuel cell vehicle, and an electric vehicle Even if is used, the present invention can be similarly applied.

It is a block diagram of the powertrain of the vehicle provided with the control apparatus of the transmission which concerns on this invention. It is a flowchart which shows the processing content performed by the control apparatus of the transmission which concerns on 1st this invention. It is a flowchart which shows the processing content of the conventional determination on ice performed by the transmission control apparatus which concerns on 1st this invention. It is a flowchart which shows the processing content performed by the control apparatus of the transmission which concerns on 2nd this invention. It is a map for calculating | requiring the target drive side pulley rotational speed at the time of normal driving | running | working. It is a map for calculating | requiring the target drive side pulley rotational speed at the time of driving | running | working on the road of a low friction coefficient. It is a map for calculating | requiring the target drive side pulley rotational speed at the time of driving | running | working on ice.

Explanation of symbols

PW Drive source TM Transmission DRW (Wa, Wb) Drive wheel DNW (Wc, Wd) Driven wheel 5 Start clutch 20 Metal V belt mechanism 30 Forward / reverse switching mechanism 35 Forward clutch 53 Output speed sensor 54 First drive wheel rotation speed sensor 55 Second driving wheel rotational speed sensor 56 First driven wheel rotational speed sensor 57 Second driven wheel rotational speed sensor 60 Controller 61 Timer 62 Memory

Claims (6)

In a transmission control device that is provided in a vehicle including a transmission that shifts and transmits an output from a drive source to left and right drive wheels, and that is configured to perform shift control according to a running state.
First driving wheel speed detecting means for detecting the rotational speed of the left driving wheel;
Second driving wheel speed detecting means for detecting the rotational speed of the right driving wheel;
Driven wheel speed detecting means for detecting the rotational speed of the driven wheel;
Output speed detecting means for detecting the output speed of the transmission;
Driving wheel speed difference calculating means for calculating a speed difference between the left and right driving wheels based on the rotational speed detected by the first and second driving wheel speed detecting means;
First determination means for determining whether or not the difference between the average rotational speed detected by the first and second drive wheel speed detection means and the output speed detected by the output speed detection means is within a predetermined range. When,
Second determination means for determining whether or not the speed difference calculated by the drive wheel speed difference calculation means exceeds a predetermined value;
Third judging means for judging whether or not the rotational speed detected by the driving wheel speed detecting means is larger than the rotational speed detected by the driven wheel speed detecting means;
When it is determined by the first determination means that the difference between the average value and the output speed is within a predetermined range, and the speed difference calculated by the second determination means exceeds the predetermined value First shift control means for changing the shift schedule of the transmission to a first shift schedule;
The first determining means determines that the difference between the average value and the output speed is within a predetermined range, and the third determining means determines that the rotational speed detected by the driving wheel speed detecting means is large. Sometimes, the transmission control device comprises second shift control means for changing the shift schedule of the transmission to a second shift schedule. Comprising fourth determination means for determining whether or not the acceleration calculated based on the output speed detected by the output speed detection means exceeds a predetermined value;
When the fourth determination means determines that the acceleration exceeds a predetermined value, the second shift control means changes the shift schedule of the transmission to the second shift schedule. The transmission control device according to claim 1. The driven wheel speed detecting means is composed of first driven wheel speed detecting means for detecting the rotational speed of the left driven wheel and second driven wheel speed detecting means for detecting the rotational speed of the right driven wheel,
Fifth determination means for determining whether the rotation speed of one of the left and right driven wheels exceeds a predetermined value based on the rotation speed detected by the first and second driven wheel speed detection means; Configured with
When the fifth determining means determines that the rotational speed exceeds a predetermined value, the second shift control means is configured to change the shift schedule of the transmission to the second shift schedule. The transmission control device according to claim 1, wherein the transmission control device is a transmission control device.   The transmission control apparatus according to any one of claims 1 to 3, wherein the first and second shift control means are configured to perform control to reduce an output from the drive source. The transmission is provided on an input shaft connected to the drive source, a drive pulley having a variable pulley width according to the hydraulic pressure of hydraulic oil supplied thereto, and a counter disposed in parallel to the input shaft Provided with a V-belt mechanism comprising a driven pulley that is variable in pulley width according to the hydraulic pressure of hydraulic oil provided on the shaft and a V-belt that is wound around the driving and driven pulleys. Configured
The first and second shift control means increase the hydraulic pressure of the hydraulic oil supplied to the driving side and the driven pulley, and axially extend in a direction to narrow the pulley width with respect to the driving side and the driven pulley. The transmission control device according to any one of claims 1 to 4, wherein the transmission control device is configured to perform control to impart thrust. The transmission is provided with a starting clutch that is provided on a countershaft and transmits the output of the countershaft to the drive wheels at a transmission rate according to an engagement state;
6. The transmission control apparatus according to claim 1, wherein the first and second shift control means are configured to perform control to reduce the transmission rate.

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