JP2010078021A - Control device of continuously variable transmission - Google Patents

Control device of continuously variable transmission Download PDF

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Publication number
JP2010078021A
JP2010078021A JP2008245659A JP2008245659A JP2010078021A JP 2010078021 A JP2010078021 A JP 2010078021A JP 2008245659 A JP2008245659 A JP 2008245659A JP 2008245659 A JP2008245659 A JP 2008245659A JP 2010078021 A JP2010078021 A JP 2010078021A
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Japan
Prior art keywords
clutch
pulley
engine
hydraulic oil
continuously variable
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Pending
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JP2008245659A
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Japanese (ja)
Inventor
Michio Kojima
Shigeji Nakano
Taihei Tejima
Toshikazu Uneyama
茂司 仲野
三千夫 小島
大平 手嶋
俊和 畝山
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Honda Motor Co Ltd
本田技研工業株式会社
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Priority to JP2008245659A priority Critical patent/JP2010078021A/en
Publication of JP2010078021A publication Critical patent/JP2010078021A/en
Pending legal-status Critical Current

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Abstract

In a control device for a belt-type continuously variable transmission connected to an internal combustion engine via a clutch, a response delay at the time of starting is avoided as much as possible while reliably preventing slippage of the belt at the start of the engine. A control device for a continuously variable transmission is provided.
In a CVT (continuously variable transmission) control device, hydraulic oil is supplied via a hydraulic pump driven by an engine, and the belt is clamped by a pulley to change the wrapping radius of the belt. An integrated value of the discharge amount of the hydraulic oil discharged by the hydraulic pump since the start is calculated based on the engine speed NE (S10 to S14), and the integrated value is necessary for filling the piston chamber of the pulley. It is determined whether or not the value has reached the value (S16), and it is determined whether or not the pressure of the discharged hydraulic oil has reached a value necessary for transmitting the torque input to the CVT (S18). The clutch is permitted to be engaged (S20, S22).
[Selection] Figure 3

Description

  The present invention relates to a control device for a continuously variable transmission, and more specifically to control of a continuously variable transmission when an engine is started.

As a conventional technique related to a control device for a continuously variable transmission at the time of starting an engine, a technique described in Patent Document 1 can be cited. In the technique described in Patent Document 1, when the D range is selected during the line pressure minimum control at an extremely low temperature, until the timer t reaches a predetermined time T0, that is, the actual hydraulic pressure of the line pressure P1 is maximum. Until this occurs, the forward clutch engagement pressure Pc is set to P1 to delay the rise, thereby preventing belt slippage due to a delay in response of the hydraulic pressure.
JP 2004-125063 A

  As described above, in the technique described in Patent Document 1, slipping of the belt is prevented by starting the clutch engagement according to the elapsed time after the D range is selected. Since it does not change, it is necessary to make a setting with a margin when judging by time, and there is a disadvantage that a response delay at the time of starting becomes large.

  Accordingly, the object of the present invention is to eliminate the above-mentioned inconvenience, and in the belt type continuously variable transmission control device connected to the internal combustion engine via a clutch, while reliably preventing the belt from slipping when starting the engine, It is an object of the present invention to provide a control device for a continuously variable transmission that avoids a response delay at the time of starting as much as possible.

  In order to achieve the above object, according to a first aspect of the present invention, the hydraulic oil is connected to the internal combustion engine via a clutch and supplied with hydraulic oil via a hydraulic pump driven by the internal combustion engine, and is sandwiched between pulleys. In the control device for a continuously variable transmission that changes the output radius of the internal combustion engine by changing the wrapping radius of the belt, the amount of hydraulic oil discharged by the hydraulic pump after the internal combustion engine is started Hydraulic pump discharge amount integrated value calculating means for calculating the integrated value based on the rotational speed of the internal combustion engine, and whether or not the calculated integrated value has reached a value necessary for filling the piston chamber of the pulley Piston chamber filling determining means for determining; pulley pressure arrival determining means for determining whether or not the pressure of the discharged hydraulic oil has reached a value necessary for transmitting torque input to the continuously variable transmission; , It is determined that the calculated integrated value has reached a value necessary for filling the piston chamber of the pulley, and the pressure of the discharged hydraulic oil transmits the torque input to the continuously variable transmission. When it is determined that the value necessary to do this is reached, a clutch fastening permission means for allowing the clutch to be fastened is provided.

  In the control device for continuously variable transmission according to claim 1, the integrated value of the discharge amount of the hydraulic oil discharged by the hydraulic pump after the internal combustion engine is started is necessary for filling the piston chamber of the pulley. And whether or not the pressure of the discharged hydraulic oil has reached a value necessary for transmitting the torque input to the continuously variable transmission. Since the clutch is permitted to be engaged when the determination is made, a response delay at the start can be avoided as much as possible while reliably preventing slippage of the belt at the start of the engine.

  That is, it is determined that the accumulated value of the hydraulic oil discharge amount reaches a value necessary for filling the piston chamber of the pulley, and that the pressure of the discharged hydraulic oil reaches a value necessary for transmitting the input torque. In other words, it is determined from the behavior of the hydraulic pressure itself by judging from the discharge amount and the hydraulic pressure, not the elapsed time, and thus the response at the start while reliably preventing the belt from slipping at the start of the engine. Delays can be avoided as much as possible.

  The best mode for carrying out a continuously variable transmission control apparatus according to the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is a schematic diagram showing the overall control device of a continuously variable transmission according to an embodiment of the present invention.

  In FIG. 1, reference numeral 10 indicates an internal combustion engine (hereinafter referred to as “engine”). The engine 10 is mounted on a vehicle (partially indicated by drive wheels W or the like) 12.

  In the engine 10, a throttle valve (not shown) arranged in the intake system is mechanically disconnected from an accelerator pedal (not shown) arranged in the driver's seat of the vehicle 12, and an actuator (such as an electric motor) It is connected to and driven by a DBW (Drive By Wire) mechanism 14 comprising a not-shown).

  The intake air metered by the throttle valve flows through an intake manifold (not shown) and mixes with fuel injected from an injector (fuel injection valve) 16 near the intake port of each cylinder to form an air-fuel mixture. When an intake valve (not shown) is opened, it flows into a combustion chamber (not shown) of the cylinder. The air-fuel mixture is ignited and combusted in the combustion chamber, and after driving a piston (not shown) to rotate a crankshaft (not shown), it is exhausted and discharged to the outside of the engine 10.

  The crankshaft of the engine 10 is fixed to the drive plate 20. The drive plate 20 is connected to a pump / impeller 22a of a torque converter 22 that also serves as a flywheel mass, and a turbine runner 22b that is disposed opposite to the drive plate 20 and receives fluid (hydraulic fluid) is connected to a main shaft (mission input shaft) MS. Connected. Reference numeral 22c denotes a lockup clutch.

  A continuously variable transmission (hereinafter referred to as “CVT”) 26 is connected downstream of the torque converter 22 via a forward / reverse switching mechanism 24.

  The CVT 26 includes a drive pulley 26a disposed on the main shaft MS, a driven pulley 26b disposed on a counter shaft CS parallel to the main shaft MS, and a metal belt 26c wound around the drive pulley 26a.

  The drive pulley 26a includes a fixed pulley half 26a1 disposed on the main shaft MS and a movable pulley half 26a2 that can move relative to the fixed pulley half 26a1 in the axial direction. The driven pulley 26b includes a fixed pulley half 26b1 fixed to the countershaft CS and a movable pulley half 26b2 that can move relative to the fixed pulley half 26b1 in the axial direction.

  The belt 26c is composed of two bundles of rings and a large number of, for example, about 400 elements (shown later in FIG. 5) held by the rings, and the elements are sequentially pushed to drive pulley 26b from drive pulley 26a. Torque is transmitted.

  The forward / reverse switching mechanism 24 includes a ring gear 24a fixed to the main shaft MS, a sun gear 24b fixed to the fixed pulley half 26a1 of the drive pulley 26a of the CVT 26, a pinion gear carrier 24c disposed therebetween, and a ring gear 24a A forward clutch 24d capable of fastening the sun gear 24b and a reverse brake clutch 24e capable of fixing the pinion gear carrier 24c to a transmission case (not shown).

  A secondary drive gear 30 is fixed to the counter shaft CS, and the secondary drive gear 30 meshes with a secondary driven gear 32 fixed to the secondary shaft SS. A final drive gear 34 is fixed to the secondary shaft SS, and the final drive gear 34 meshes with a final driven gear 36 of the differential mechanism D.

  With the above configuration, the rotation of the counter shaft CS is transmitted to the secondary shaft SS through the gears 30 and 32, and the rotation of the secondary shaft SS is transmitted to the differential D through the gears 34 and 36, and is distributed there. It is transmitted to the drive wheel (tire, only shown on the right side) W. A disc brake 40 is disposed in the vicinity of the drive wheel W.

  FIG. 2 is a hydraulic circuit diagram schematically showing a hydraulic mechanism such as the CVT 26.

  As illustrated, a hydraulic pump 42a is provided in the hydraulic mechanism (indicated by reference numeral 42). The hydraulic pump 42a is composed of a vane pump, is driven by the engine 10, pumps up the hydraulic oil stored in the reservoir 42b, and pumps it to a PH control valve (PH REG VLV) 42c.

  The output (PH pressure (line pressure)) of the PH control valve 42c, on the other hand, is driven from the oil passage 42d through the first and second regulator valves (DR REG VLV, DN REG VLV) 42e, 42f, and the drive pulley 26a of the CVT 26. Are connected to the piston chamber (DR) 26a21 of the movable pulley half 26a2 and the piston chamber (DN) 26b21 of the movable pulley half 26b2 of the driven pulley 26b, and on the other hand, the CR valve (CR VLV) via the oil passage 42g. 42h.

  The CR valve 42h reduces the PH pressure to generate a CR pressure (control pressure), and the first, second, and third (electromagnetic) linear solenoid valves 42j, 42k, 42l (LS-DR, LS) from the oil passage 42i. -DN, LS-CPC). The first and second linear solenoid valves 42j and 42k act on the first and second regulator valves 42e and 42f with the output pressure determined according to the excitation of the solenoids, and the PH pressure sent from the oil passage 42d. Hydraulic oil is supplied to the piston chambers 26a21 and 26b21 of the movable pulley halves 26a2 and 26b2, and a pulley side pressure is generated accordingly.

  Therefore, in the configuration shown in FIG. 1, the pulley side pressure that moves the movable pulley halves 26a2 and 26b2 in the axial direction is generated, the pulley widths of the drive pulley 26a and the driven pulley 26b change, and the winding radius of the belt 26c changes. Changes. Thus, by adjusting the side pressure of the pulley, the transmission gear ratio for transmitting the output of the engine 10 to the drive wheels W can be changed steplessly.

  The output (CR pressure) of the CR valve 42h is also connected to a CR shift valve (CR SFT VLV) 42n, and from there through a manual valve (MAN VLV) 42o, the piston chamber (FWD) of the forward clutch 24d of the forward / reverse switching mechanism 24 ) 24d1 and the piston chamber (RVS) 24e1 of the reverse brake clutch 24e.

  The operation of the forward clutch 24d and the reverse brake clutch 24e is performed by the driver operating a select lever 44 provided in the driver's seat of the vehicle 12, for example, having a range (position) of P, R, N, D, S, and L. To be determined. That is, when one of the ranges of the select lever 44 is selected by the driver, the selection operation is transmitted to the manual valve 42o of the hydraulic mechanism 42.

  For example, when the D, S, L range, that is, the forward travel range is selected, the spool of the manual valve 42o moves accordingly, and hydraulic oil (hydraulic pressure) is discharged from the piston chamber 24e1 of the reverse brake clutch 24e. The hydraulic fluid is supplied to the piston chamber 24d1 of the forward clutch 24d, and the forward clutch 24d is fastened. When the forward clutch 24d is engaged, all the gears rotate together with the main shaft MS, and the drive pulley 26a is driven in the same direction as the main shaft MS (a direction corresponding to the direction in which the vehicle 12 moves forward).

  On the other hand, when the R range (reverse travel range) is selected, the hydraulic oil is discharged from the piston chamber 24d1 of the forward clutch 24d, while the hydraulic oil is supplied and fastened to the piston chamber 24e1 of the reverse brake clutch 24e. As a result, the pinion gear carrier 24c is fixed to the transmission case, the sun gear 24b is driven in the opposite direction to the ring gear 24a, and the drive pulley 26a is opposite to the main shaft MS (the direction corresponding to the direction in which the vehicle 12 moves backward). Driven.

  When the P or N range is selected, the hydraulic oil is discharged from both piston chambers, the forward clutch 24d and the reverse brake clutch 24e are both released, and the power transmission via the forward / reverse switching mechanism 24 is cut off. The power transmission between the engine 10 and the drive pulley 26a of the CVT 26 is cut off. Thus, the CVT 26 is connected to the engine 10 via the clutch (forward clutch) 24d of the forward / reverse switching mechanism 24.

  The output of the PH control valve 42c is sent to the TC regulator valve (TC REG VLV) 42q through the oil passage 42p, and the output of the TC regulator valve 42q is LC shifted through the LC control valve (LC CTL VLV) 42r. Connected to valve (LC SFT VLV) 42s. The output of the LC shift valve 42s is connected to the piston chamber 22c1 of the lockup clutch 22c of the torque converter 22 on the one hand and to the chamber 22c2 on the back side on the other hand.

  The CR shift valve 42n and the LC shift valve 42s are connected to first and second (electromagnetic) on / off solenoids (SOL-A, SOL-B) 42u and 42v, and the oil to the forward clutch 24d is excited or de-energized. The switching of the road and the engagement (on) / release (off) of the lock-up clutch 22c are controlled.

  In the lockup clutch 22c, the hydraulic oil is supplied to the piston chamber 22c1 via the LC shift valve 42s, while the lockup clutch 22c is engaged (fastened on) when discharged from the back chamber 22c2. ) And supplied to the back side chamber 22c2 and released (not fastened, off) when discharged from the piston chamber 22c1. The slip amount of the lock-up clutch 22c, that is, the engagement capacity when the lock-up clutch 22c is slipped between engagement and release is determined by the amount of hydraulic oil (hydraulic pressure) supplied to the piston chamber 22c1 and the rear chamber 22c2. The

  The previously described third linear solenoid valve 42l is connected to the LC shift valve 42s via the oil passage 42w and the LC control valve 42r, and further connected to the CR shift valve 42n via the oil passage 42x. That is, the engagement capacity (slip amount) of the forward clutch 24d and the lockup clutch 22c is adjusted (controlled) by the excitation / non-excitation of the solenoid of the third linear solenoid valve 42l.

  Returning to the description of FIG. 1, a crank angle sensor 50 is provided at an appropriate position such as near the camshaft (not shown) of the engine 10 and outputs a pulse signal indicating a position near the TDC of the piston and a predetermined crank angle position. To do. An intake pressure sensor 52 is provided at an appropriate position downstream of the throttle valve in the intake system, and outputs a signal proportional to the intake pressure (engine load) PBA.

  The actuator of the DBW mechanism 14 is provided with a throttle opening sensor 54 that outputs a signal proportional to the throttle opening TH through the amount of rotation of the actuator, and an accelerator opening sensor 56 is provided near the accelerator pedal. A signal proportional to the accelerator opening AP corresponding to the accelerator pedal operation amount is output.

  Further, a water temperature sensor 60 is provided in the vicinity of a cooling water passage (not shown) of the engine 10 to generate an output corresponding to the engine cooling water temperature TW, in other words, the temperature of the engine 10, and the intake system has an intake air temperature. A sensor 62 is provided to generate an output corresponding to the intake air temperature (outside air temperature) TA taken into the engine 10.

  The output of the crank angle sensor 50 and the like described above is sent to the engine controller 64. The engine controller 64 includes a microcomputer including a CPU, ROM, RAM, I / O, and a waveform shaping circuit. The engine controller 64 measures the output pulse interval time of the crank angle sensor 50 to detect the engine speed NE, and determines the target throttle opening based on the detected engine speed and other sensor outputs to determine the DBW. While controlling the operation of the mechanism 14, the fuel injection amount is determined and the injector 16 is driven.

  An NT sensor (rotational speed sensor) 66 is provided at an appropriate position in the vicinity of the main shaft MS, and outputs a pulse signal indicating the rotational speed of the main shaft MS corresponding to the rotational speed of the turbine runner 22b.

  An NDR sensor (rotational speed sensor) 70 is provided at an appropriate position in the vicinity of the drive pulley 26a of the CVT 26, and outputs a pulse signal at a predetermined angle of the drive pulley 26a, specifically every 12 degrees. That is, the NDR sensor 70 outputs a signal indicating the rotation speed of the drive pulley 26a by outputting 30 pulse signals per rotation of the drive pulley 26a.

  A VEL sensor (rotational speed sensor) 72 is provided in the vicinity of the secondary driven gear 32 of the secondary shaft SS, and outputs a pulse signal indicating the output rotational speed of the CVT 26 or the vehicle speed VEL through the rotational speed of the secondary driven gear 32. A select lever sensor 74 is provided in the vicinity of the select lever 44 described above, and outputs a signal corresponding to a range such as R, N, and D selected by the driver.

  In the hydraulic mechanism 42, an oil temperature sensor 76 is disposed in the reservoir 42b to generate an output corresponding to the temperature of the hydraulic oil (oil temperature), and is connected to the piston chamber 26b21 of the movable pulley half 26b2 of the driven pulley 26b. A hydraulic pressure sensor 78 is disposed in the oil path to generate an output corresponding to the pressure (hydraulic pressure) of the hydraulic oil supplied to the piston chamber 26b21.

  The output from the NT sensor 66 and the like described above is sent to the shift controller 80. Similarly to the engine controller 64, the shift controller 80 includes a microcomputer including a CPU, ROM, RAM, I / O, a waveform shaping circuit, and the like, and is configured to be communicable with the engine controller 64. The shift controller 80 includes a nonvolatile memory 80a.

  In the shift controller 80, the outputs of the NT sensor 66 and the NDR sensor 70 are input to the waveform shaping circuit, and the CPU detects the rotation speed from the outputs. The output of the VEL sensor 72 is input to the direction detection circuit after being input to the waveform shaping circuit. The CPU counts the output of the waveform shaping circuit to detect the output rotation speed (and the vehicle speed) of the CVT 26 and detects the rotation direction of the CVT 26 from the output of the direction detection circuit.

  Based on these detected values, the shift controller 80 determines the supply hydraulic pressure of the CVT 26 and controls the operation of the CVT 26 by exciting / de-exciting the electromagnetic solenoid valve 42j of the hydraulic mechanism 42 and the lock-up clutch 22c of the torque converter 22. And the engagement / release of the forward clutch 24d and the reverse brake clutch 24e.

  FIG. 3 is a flow chart showing the control operation of the CVT 26 of the shift controller 80, more specifically, the control operation when the engine 10 is started, and FIG. 4 is a time chart showing the processing of FIG. The illustrated program is executed every predetermined time, for example, every 10 msec when the engine 10 is started by the shift controller 80.

  In the following, it is determined whether or not the engine 10 has been started in S10. Whether or not the start is completed is determined by accessing the engine controller 64 and determining whether or not the engine 10 has reached the complete explosion speed.

  When the result in S10 is affirmative, the process proceeds to S12, the discharge amount of the hydraulic pump 42a is calculated from the engine speed NE obtained by accessing the engine controller 64, the process proceeds to S14, and the value calculated in S12 is calculated so far. Add to the value and add up.

  That is, the integrated value of the discharge amount of the hydraulic oil discharged by the hydraulic pump 42a after the engine 10 is started in the processes from S10 to S14 is calculated based on the engine speed NE. When the result in S10 is negative, the program proceeds to S26, in which the integrated value of the discharge amount of the hydraulic oil discharged by the hydraulic pump 42a is reset.

  Next, in S16, the integrated value calculated in the processing from S10 to S14 fills the piston chambers 26a21, 26b21 of the movable pulley halves 26a2, 26b2 of the drive pulley 26a and the driven pulley 26b as shown in FIG. The piston chamber filling determination is performed to determine whether or not the necessary value is reached.

  The piston chamber filling determination is performed by calculating a value necessary for filling and determining whether or not the integrated value of the discharge amount has reached the value. The value required for filling means the filling amount of hydraulic oil necessary for operating the CVT 26, from the oil passage 42d to the piston chambers 26a21 and 26b21 beyond the first and second regulator valves 42e and 42f. Is calculated by adding the volume of the oil path to the forward clutch 24d or the reverse brake clutch 24f.

  It should be noted that the required hydraulic oil filling amount is the engine 10 stop time stored in the non-volatile memory 80a, the temperature at the start of the engine 10 detected by the water temperature sensor 60, that is, the engine cooling water temperature TW, and the intake air temperature. Correction is made by at least one of the intake air temperature (outside air temperature) TA detected by the sensor 62, more specifically, all of them. The temperature at the start of the engine 10 is obtained by accessing the engine controller 64.

  Next, the process proceeds to S18, and a pulley pressure arrival determination is performed to determine whether or not the pressure of the discharged hydraulic oil (pulley actual pressure) has reached a value necessary for transmitting the torque input to the CVT 26.

  In the pulley pressure arrival determination, a value necessary to transmit the torque input to the CVT 26 is calculated as a hydraulic pressure value, and is arranged in an oil passage connected to the piston chamber 26b21 of the movable pulley half 26b2 of the driven pulley 26b. This is performed by determining whether or not the pressure of hydraulic fluid (hydraulic pressure, pulley hydraulic pressure) supplied to the piston chamber 26b21 detected from the hydraulic pressure sensor 78 has reached that value, as shown in FIG.

  Next, the routine proceeds to S20, where it is determined that the piston chamber filling is completed and the pulley pressure has been reached, that is, the calculated integrated value is determined by the piston chambers 26a21, 26b21 of the movable halves 26a2, 26b2 of the pulleys 26a, 26b. It is determined that the value necessary for filling has been reached (time t1 in FIG. 4), and the pressure of the discharged hydraulic oil has reached a value necessary for transmitting the torque input to the CVT 26 (FIG. 4, it is determined whether it is determined as time t2).

  When the result in S20 is affirmative, the program proceeds to S22, in which the clutch pressure is permitted, that is, the hydraulic fluid (hydraulic pressure) is permitted to be supplied to the piston chamber 24d1 of the forward clutch 24d of the forward / reverse switching mechanism 24, in other words, the forward clutch. 24d fastening is permitted.

  On the other hand, when the result in S20 is negative, the program proceeds to S24, in which clutch pressure supply permission, that is, prohibition of supplying hydraulic oil (hydraulic pressure) to the piston chamber 24d1 of the forward clutch 24d of the forward / reverse switching mechanism 24 is prohibited. Engagement of the forward clutch 24d is prohibited.

  As described above, in this embodiment, the hydraulic oil is supplied to the engine (internal combustion engine) 10 via the forward clutch 24d and the hydraulic oil 42a is supplied via the hydraulic pump 42a driven by the engine. In the control device (shift controller 80) of the CVT (continuous transmission) 26 that changes the output radius of the engine by changing the winding radius of the belt 26c held between the drive pulley 26a and the driven pulley 26b), the engine 10 Hydraulic pump discharge amount integrated value calculation means (S10 to S14) for calculating the integrated value of the discharge amount of hydraulic oil discharged by the hydraulic pump 42a since the start of the engine based on the engine speed NE; The calculated integrated value has reached a value necessary to fill the piston chambers 26a21 and 26b21 of the pulley. Piston chamber filling determination means (S16) for determining whether or not, and pulley pressure attainment determination for determining whether or not the pressure of the discharged hydraulic oil has reached a value necessary to transmit the torque input to the CVT 26 Means (S18), and it is determined that the calculated integrated value has reached a value necessary for filling the piston chambers 26a21, 26b21 of the pulley, and the pressure of the discharged hydraulic oil is applied to the CVT 26. Since it is configured to include clutch engagement permission means (S20, S22) for permitting the engagement of the clutch 24d when it is determined that the value necessary for transmitting the input torque has been reached, the engine 10 is started. While reliably preventing the slippage of the belt 26c of the CVT 26 at the time, a response delay when the vehicle 12 starts can be avoided as much as possible.

  That is, the integrated value of the discharge amount of the hydraulic oil reaches a value necessary for filling the piston chambers 26a21 and 26b21 of the pulley, and the pressure of the discharged hydraulic oil reaches a value necessary for transmitting the input torque. In other words, when it is determined (time t2 in FIG. 4), in other words, it is determined from the hydraulic pressure behavior itself by determining from the discharge amount and the hydraulic pressure, not the elapsed time, and accordingly, the CVT 26 at the start of the engine 10 is determined. A response delay when the vehicle 12 starts can be avoided as much as possible while reliably preventing the belt 26c from slipping.

  In addition, in the above, the structure of CVT26 or the forward / reverse switching mechanism 24 is an illustration, and this invention is not limited to it.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram showing an overall control device for a continuously variable transmission according to an embodiment of the present invention. FIG. 2 is a hydraulic circuit diagram schematically showing a hydraulic mechanism such as a CVT (transmission) shown in FIG. 1. It is a flowchart which shows operation | movement of the apparatus shown in FIG. 3 is a time chart for explaining the processing of the flow chart.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 Internal combustion engine (engine), 12 Vehicle, 22 Torque converter, 24 Forward / reverse switching mechanism, 24a Ring gear, 24b Sun gear, 24c Pinion gear carrier, 24d Forward clutch (clutch), 24e Reverse brake clutch, 26 Continuously variable transmission (CVT) , 26a Drive pulley, 26b Driven pulley, 26c Belt, 26c1 element, 42 Hydraulic mechanism, 42a Hydraulic pump, 44 Select lever, 50 Crank angle sensor, 64 Engine controller, 66 NT sensor, 70 NDR sensor, 72 VEL sensor, 80 shift Controller, MS main shaft, CS counter shaft, SS secondary shaft, D differential, W drive wheel (tire)

Claims (1)

  1. The hydraulic oil is connected to the internal combustion engine via a clutch and supplied via a hydraulic pump driven by the internal combustion engine, and the winding radius of the belt sandwiched between pulleys is changed to change the output of the internal combustion engine. In a control device for a continuously variable transmission that changes speed,
    a. Hydraulic pump discharge amount integrated value calculating means for calculating an integrated value of the discharge amount of hydraulic oil discharged by the hydraulic pump since the internal combustion engine was started based on the rotational speed of the internal combustion engine;
    b. Piston chamber filling determination means for determining whether or not the calculated integrated value has reached a value necessary for filling the piston chamber of the pulley;
    c. Pulley pressure arrival determination means for determining whether or not the pressure of the discharged hydraulic oil has reached a value necessary for transmitting torque input to the continuously variable transmission;
    d. It is determined that the calculated integrated value has reached a value necessary for filling the piston chamber of the pulley, and the pressure of the discharged hydraulic oil transmits the torque input to the continuously variable transmission. A clutch engagement permission means for permitting the engagement of the clutch when it is determined that the value necessary for the operation has been reached;
    A control device for a continuously variable transmission.
JP2008245659A 2008-09-25 2008-09-25 Control device of continuously variable transmission Pending JP2010078021A (en)

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Cited By (5)

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Publication number Priority date Publication date Assignee Title
JP2012031892A (en) * 2010-07-29 2012-02-16 Daihatsu Motor Co Ltd Start clutch control device of idle stop vehicle
JP5298261B1 (en) * 2012-03-21 2013-09-25 本田技研工業株式会社 Control device for automatic transmission mechanism
EP2693055A1 (en) * 2012-04-03 2014-02-05 Honda Motor Co., Ltd. Control device of variable-capacity pump
CN103703285A (en) * 2011-08-09 2014-04-02 本田技研工业株式会社 Compression control device for continuous variable transmission
JP2015124806A (en) * 2013-12-26 2015-07-06 三輪精機株式会社 Hydraulic actuator drive unit and vehicular movable body operating device

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JPH05118421A (en) * 1991-09-27 1993-05-14 Mitsubishi Electric Corp Control for continuously variable transmission
JP2000190758A (en) * 1998-12-28 2000-07-11 Toyota Motor Corp Controller for vehicular engine restarting
JP2001082594A (en) * 1999-09-10 2001-03-27 Mitsubishi Motors Corp Vehicular control device
JP2006234013A (en) * 2005-02-22 2006-09-07 Jatco Ltd Hydraulic control device for automatic transmission

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Publication number Priority date Publication date Assignee Title
JPH05118421A (en) * 1991-09-27 1993-05-14 Mitsubishi Electric Corp Control for continuously variable transmission
JP2000190758A (en) * 1998-12-28 2000-07-11 Toyota Motor Corp Controller for vehicular engine restarting
JP2001082594A (en) * 1999-09-10 2001-03-27 Mitsubishi Motors Corp Vehicular control device
JP2006234013A (en) * 2005-02-22 2006-09-07 Jatco Ltd Hydraulic control device for automatic transmission

Cited By (11)

* Cited by examiner, † Cited by third party
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