JP2010265910A - Device, method and program for determining failure of control valve - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To accurately determine a failure in which a control valve for controlling a line pressure of a continuously variable transmission continues to output an excessive control pressure. <P>SOLUTION: The vehicle includes the control valve 6 which outputs a control pressure, the continuously variable transmission 4 which performs a shift operation by the line pressure controlled according to the control pressure, and a friction engagement device 5 in which an engagement force is controlled according to the control pressure. The control device 7 determines that the control valve 6 is in a defective state continuing the output of the excessive control pressure, when detecting a phenomenon that the engagement time of the friction engagement device 5 is not more than a predetermined value and a phenomenon that hunting occurs in the shifting operation of the continuously variable transmission 4. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a failure determination device, method, and program for determining failure of a control valve that outputs a control pressure.

  Some automatic transmission control devices have a control valve that outputs a control pressure for line pressure control (see, for example, Patent Documents 1 to 5).

  Patent Document 1 describes a failure detection method for a linear solenoid valve SLT for line hydraulic pressure control. Specifically, it is described that the linear solenoid valve SLT is electrically forcibly driven and a failure diagnosis of the linear solenoid valve SLT is performed by detecting a change in engine load at that time. Further, it is described that the time until the friction material of the automatic transmission is engaged or the time until the friction material is detected and whether the linear solenoid valve SLT is in failure is determined based on the time. Furthermore, the failure of the linear solenoid valve SLT is determined by the number of adjustments in the same direction of increase or decrease when the energy supplied to the linear solenoid valve SLT is increased or decreased according to the length of engagement time required for the shift of the automatic transmission. It is described to do.

  In Patent Document 2, in an automatic transmission control device having a linear solenoid valve SLT, an engagement start time from the time when a gear shift is instructed until the rotation fluctuation of the rotating member whose rotation speed changes due to the gear shift, In which the engagement time from the start of the rotation fluctuation to the end of the shift is detected, and abnormality in the automatic transmission is determined based on the detected engagement start time and engagement time.

  Patent Document 3 discloses a first friction engagement device that is engaged at the time of shifting, a second friction engagement device that is released at the time of shifting, and the engagement of the first friction engagement device. A pressure regulating valve that regulates the pressure, a signal pressure output valve that outputs a signal pressure that changes the pressure regulating level of the pressure regulating valve, and an engagement pressure that is regulated by the pressure regulating valve in a normal state to the first friction engagement device. And a switching valve that applies a signal pressure to the pressure regulating valve and applies an engagement pressure from another hydraulic pressure source to the first friction engagement device and applies a signal pressure to a control valve other than the pressure regulating valve at the time of failure. In the transmission control device, both the abnormal pressure regulation of the engagement pressure of the first friction engagement device and the abnormal operation based on the supply of the signal pressure to the control valve are detected during the shift. What to do is described.

  Patent Document 4 discloses an electromagnetic control valve that generates hydraulic pressure according to a signal supplied from an electronic control device, and a hydraulic switch that is turned on when the hydraulic pressure generated by the electromagnetic control valve is equal to or greater than a predetermined value. The abnormality determination device for the hydraulic control circuit having the electronic control device and the power switch of the electromagnetic control valve and the hydraulic switch are maintained for a predetermined time after the ignition switch is operated from the on state to the off state. What determines which abnormality has occurred is described.

  Patent Document 5 describes that an abnormality of an SLS linear solenoid valve is determined based on a difference between a target hydraulic pressure determined according to a map using an accelerator opening and a gear ratio as a parameter and an actual hydraulic pressure detected by a pressure sensor. ing.

JP 2007-309429 A Japanese Patent Application Laid-Open No. 08-210490 JP 09-004707 A JP 2004-340273 A JP 2007-255439 A

  By the way, in a vehicle having a control valve that outputs a control pressure and a continuously variable transmission that performs a shift operation using a line pressure that is regulated according to the control pressure, the control valve continues to output an excessive control pressure. There is a desire to detect faults accurately.

  Accordingly, the present invention provides a control valve failure determination device, method, and program capable of accurately determining a failure in which a control valve for line pressure control of a continuously variable transmission continues to output excessive control pressure. To do.

  A control valve failure determination device according to the present invention includes a control valve that outputs a control pressure, a continuously variable transmission that performs a shift operation using a line pressure that is regulated according to the control pressure, and a control valve that responds to the control pressure. A failure determination device for the control valve in a vehicle including a friction engagement device in which an engagement force is controlled, wherein the engagement time of the friction engagement device is a predetermined time or less, and the continuously variable transmission When a phenomenon in which hunting occurs in the speed change operation is detected, it is determined that the control valve is in a failure state in which excessive control pressure is continuously output.

  The control valve failure determination apparatus according to the present invention includes a control valve that outputs a control pressure, and a pressure adjusting unit that adjusts a discharge pressure of an oil pump driven by a power source to a line pressure according to the control pressure. A failure determination device for the control valve in a vehicle comprising: a continuously variable transmission that performs a shifting operation by the line pressure; and a friction engagement device that controls an engagement force in accordance with the control pressure. When a phenomenon in which the engagement time of the engagement device is a predetermined time or less, a phenomenon in which hunting occurs in the speed change operation of the continuously variable transmission, and a phenomenon in which the load of the power source is higher than normal are detected, It is characterized in that it is determined that the control valve is in a failure state that continues to output an excessive control pressure.

  A control valve failure determination method according to the present invention includes a control valve that outputs a control pressure, a continuously variable transmission that performs a shift operation using a line pressure that is regulated according to the control pressure, and a control valve that responds to the control pressure. A failure determination method for the control valve in a vehicle including a friction engagement device in which an engagement force is controlled, wherein the engagement time of the friction engagement device is a predetermined time or less, and the continuously variable transmission When a phenomenon in which hunting occurs in the speed change operation is detected, it is determined that the control valve is in a failure state in which excessive control pressure is continuously output.

  The control valve failure determination method according to the present invention includes a control valve that outputs a control pressure, and a pressure adjusting unit that adjusts a discharge pressure of an oil pump driven by a power source to a line pressure according to the control pressure. A failure determination method for the control valve in a vehicle, comprising: a continuously variable transmission that performs a speed change operation using the line pressure; and a friction engagement device that controls an engagement force in accordance with the control pressure. When a phenomenon in which the engagement time of the engagement device is a predetermined time or less, a phenomenon in which hunting occurs in the speed change operation of the continuously variable transmission, and a phenomenon in which the load of the power source is higher than normal are detected, It is characterized in that it is determined that the control valve is in a failure state that continues to output an excessive control pressure.

  A control valve failure determination program according to the present invention includes a control valve that outputs a control pressure, a continuously variable transmission that performs a shift operation using a line pressure that is regulated according to the control pressure, and a control valve that responds to the control pressure. A failure determination program for the control valve in a vehicle including a friction engagement device whose engagement force is controlled, the computer comprising: a phenomenon in which an engagement time of the friction engagement device is equal to or less than a predetermined value; When a phenomenon in which hunting occurs in the speed change operation of the transmission is detected, a procedure for determining that the control valve is in a failure state in which excessive control pressure is continuously output is executed.

  The control valve failure determination program according to the present invention includes a control valve that outputs a control pressure, and a pressure adjusting unit that adjusts a discharge pressure of an oil pump driven by a power source to a line pressure according to the control pressure. A failure determination program for the control valve in a vehicle comprising: a continuously variable transmission that performs a shifting operation using the line pressure; and a friction engagement device that controls an engagement force according to the control pressure. When a phenomenon in which the engagement time of the friction engagement device is a predetermined time or less, a phenomenon in which hunting occurs in the speed change operation of the continuously variable transmission, and a phenomenon in which the load of the power source is higher than normal are detected. In addition, a procedure for determining that the control valve is in a failure state in which excessive control pressure is continuously output is executed.

  According to the present invention, it is possible to accurately determine a failure in which a control valve for line pressure control of a continuously variable transmission continues to output an excessive control pressure.

It is a schematic block diagram which shows an example of a structure of the vehicle containing the failure determination apparatus which concerns on embodiment. It is the schematic which shows an example of the specific structure of the vehicle containing the failure determination apparatus which concerns on embodiment. It is a figure which shows an example of a hydraulic control circuit. It is a figure which shows an example of a hydraulic control circuit. It is a figure which shows an example of a hydraulic control circuit. It is a block diagram for demonstrating ECU. It is a block diagram which shows an example of a function structure of ECU. It is a flowchart which shows a sudden engagement determination routine. It is a flowchart which shows a shift hunting determination routine. It is a flowchart which shows an engine load determination routine. It is a flowchart which shows a failure determination routine.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a schematic block diagram illustrating an example of a configuration of a vehicle including a failure determination device according to the present embodiment. In FIG. 1, the vehicle includes a power source 1, an oil pump 2, a pressure regulating unit 3, a continuously variable transmission 4, a friction engagement device 5, a control valve 6, and a control device 7.

  The power source 1 outputs motive power, and is specifically an internal combustion engine that outputs motive power for vehicle travel.

  The oil pump 2 is a hydraulic pressure source that is driven by the power source 1 to generate hydraulic pressure.

  The pressure regulating unit 3 regulates the discharge pressure of the oil pump 2 to the line pressure according to the control pressure from the control valve 6, and is, for example, a pressure regulating valve. Specifically, the pressure adjusting unit 3 is configured such that the line pressure increases as the control pressure increases.

  A continuously variable transmission (CVT: Continuously Variable Transmission) 4 is a belt-type continuously variable transmission that performs a speed change operation using a line pressure regulated by the pressure regulating unit 3. The continuously variable transmission 4 is configured such that the shift speed increases as the line pressure increases in at least one of the upshift and the downshift.

  The friction engagement device 5 is a hydraulic friction engagement device that is engaged and released by hydraulic pressure, such as a clutch or a brake, and the engagement force is controlled according to the control pressure from the control valve 6. Specifically, the friction engagement device 5 is configured so that the engagement force increases as the control pressure increases.

  The control valve 6 outputs a control pressure. Specifically, the control valve 6 is an electromagnetic valve that operates according to a control signal and outputs a control pressure according to the control signal, and more specifically, a linear solenoid valve. SLT.

  In one embodiment, the control valve 6 is a normally open solenoid valve, and the control pressure is maximized when not energized. In this case, if a failure occurs in which the control valve 6 is fixed on the ON side, the lowest pressure is always output. If a failure occurs where the control valve 6 is fixed on the OFF side, the highest pressure is always output. become.

  However, the control valve 6 may be a normally closed (normally closed) type solenoid valve that has a minimum control pressure when not energized. In this case, when a failure occurs in which the control valve 6 is fixed to the ON side, the highest pressure is always output. When a failure occurs where the control valve 6 is fixed to the OFF side, the lowest pressure is always output. Will be.

  In a specific aspect, the control valve 6 selectively plays the role of controlling the engagement force of the friction engagement device 5 and the role of controlling the line pressure. Specifically, the friction engagement device 5 is a forward clutch or a reverse brake, and the control valve 6 plays a role of controlling the engagement force of the forward clutch or the reverse brake during a garage operation, and the line pressure during a normal operation. Play a role in controlling.

  The control device 7 controls the operation of the vehicle. For example, the control device 7 supplies a control signal to the control valve 6 to control the operation of the control valve 6.

  In one aspect, the control device 7 is realized by cooperation of hardware resources and software, and is, for example, an electronic control unit (ECU). Specifically, the various functions of the control device 7 are executed by a central processing unit (CPU) by reading a program recorded in a recording medium such as a ROM (Read Only Memory) into a main storage device. It is realized by doing. The program can be provided by being recorded on a computer-readable recording medium, or can be provided by communication as a data signal. However, the control device 7 may be realized only by hardware. The control device 7 may be physically realized by one device or may be realized by a plurality of devices.

  In the present embodiment, the control device 7 has a function as a failure determination device that determines a failure in which the control valve 6 continues to output an excessive control pressure. Hereinafter, the function as the failure determination apparatus will be described.

  Examples of the failure in which the control valve 6 continues to output an excessive control pressure include, for example, a failure in which the control valve 6 is fixed to the off side when the control valve 6 is a normally open type, or a control valve 6 is a normally closed type. In some cases, the control valve 6 is stuck on the ON side.

  When the above failure occurs, the following phenomenon occurs.

  Since an excessive control pressure is output from the control valve 6, the engagement force of the friction engagement device 5 becomes excessive, and the engagement time of the friction engagement device 5 is shortened. That is, a phenomenon occurs in which the friction engagement device 5 is suddenly engaged.

  Further, since an excessive control pressure is output from the control valve 6, the line pressure becomes excessive, the shift speed of the continuously variable transmission 4 becomes excessive, and shift hunting occurs.

  Therefore, in the first aspect, the control device 7 causes the phenomenon in which the engagement time of the friction engagement device 5 is equal to or less than a predetermined value (a phenomenon in which the friction engagement device 5 suddenly engages) and the shift of the continuously variable transmission 4. When a phenomenon in which hunting occurs in the operation is detected, it is determined that the control valve 6 is in a failure state that continues to output an excessive control pressure.

  Specifically, the control device 7 determines whether or not the condition that the engagement time of the friction engagement device 5 is equal to or less than a predetermined value is satisfied, and the condition that hunting occurs in the speed change operation of the continuously variable transmission 4. Is determined, and if it is determined that the two conditions are satisfied, it is determined that the control valve 6 is in a failure state that continues to output an excessive control pressure.

  The engagement time of the friction engagement device 5 is, for example, the time required for the engagement of the friction engagement device 5 or the time from the start of engagement of the friction engagement device 5 to the completion of engagement. It may be a time that can be determined and may be appropriately defined. For example, the control device 7 measures the engagement time and determines whether or not the sudden engagement has occurred by determining whether or not the engagement time is equal to or less than a predetermined time.

  The hunting of the shift of the continuously variable transmission 4 can be detected by various methods. For example, the control device 7 can rotate the rotational element of the continuously variable transmission 4 and the rotation of the power source 1 (for example, an internal combustion engine). It is determined whether or not shift hunting has occurred by determining whether or not a parameter that correlates with the gear ratio, such as a number and a shift control signal, periodically varies or fluctuates.

  In addition, when the above failure occurs, the following phenomenon also occurs.

  That is, since an excessive control pressure is output from the control valve 6, the line pressure becomes excessive and the load of the power source 1 increases.

  Therefore, in the second aspect, the control device 7 includes a power source in addition to a phenomenon in which the engagement time of the friction engagement device 5 is a predetermined time or less and a phenomenon in which hunting occurs in the speed change operation of the continuously variable transmission 4. When a phenomenon in which the load of 1 is higher than normal is detected, it is determined that the control valve 6 is in a failure state that continues to output an excessive control pressure. Here, the normal time means a time when the control valve 6 is not out of order.

  Specifically, the control device 7 uses a map, a calculation formula, or the like to indicate a value (for example, an estimated value) indicating the actual load of the power source 1 and a value (for example, an ideal value) indicating the load of the power source 1 at normal times. When the actual load value is higher than the normal load value (eg, higher than a predetermined value), it is determined that the load of the power source 1 is higher than normal.

  As described above, in the first aspect of the present embodiment, the control valve that outputs the control pressure, the continuously variable transmission that performs the shift operation using the line pressure that is regulated according to the control pressure, and the control pressure that depends on the control pressure In a vehicle including a friction engagement device whose engagement force is controlled, a phenomenon in which the engagement time of the friction engagement device is equal to or less than a predetermined value and a phenomenon in which hunting occurs in the speed change operation of the continuously variable transmission are detected. In this case, it is determined that the control valve is in a failure state that continues to output an excessive control pressure. For this reason, according to the first aspect, it is possible to accurately determine a failure in which the control valve continues to output an excessive control pressure.

  In the second aspect of the present embodiment, a control valve that outputs a control pressure, a pressure adjusting unit that adjusts a discharge pressure of an oil pump driven by a power source to a line pressure according to the control pressure, and a line In a vehicle including a continuously variable transmission that performs a speed change operation by pressure and a friction engagement device whose engagement force is controlled according to the control pressure, a phenomenon in which the engagement time of the friction engagement device is equal to or less than a predetermined value, When a phenomenon in which hunting occurs in the speed change operation of the stepped transmission and a phenomenon in which the load of the power source is higher than normal are detected, it is determined that the control valve is in a failure state that continues to output an excessive control pressure. For this reason, according to the 2nd aspect, it becomes possible to determine more correctly the failure in which a control valve continues outputting excessive control pressure.

  Hereinafter, a more specific configuration example of the vehicle including the failure determination device according to the present embodiment will be shown.

  FIG. 2 is a schematic diagram illustrating an example of a specific configuration of the vehicle including the failure determination device according to the present embodiment. In FIG. 2, the vehicle includes an engine 200 that is a driving power source, a torque converter 300, a forward / reverse switching device 400, a belt-type continuously variable transmission 500, a reduction gear device 600, a differential gear device 700, and a hydraulic control circuit 2000. And an electronic control unit (ECU) 900.

  A crankshaft that is an output shaft of the engine 200 is connected to the torque converter 300, and the output of the engine 200 is input from the torque converter 300 to the belt type continuously variable transmission 500 via the forward / reverse switching device 400. The output of the belt type continuously variable transmission 500 is transmitted to the differential gear device 700 via the reduction gear device 600 and distributed to the left and right drive wheels 800. The operations of the torque converter 300, the forward / reverse switching device 400, and the belt type continuously variable transmission 500 are controlled by a hydraulic control circuit 2000. The operation of the vehicle including the hydraulic control circuit 2000 is controlled by the ECU 900.

  Hereinafter, each part of torque converter 300, forward / reverse switching device 400, belt type continuously variable transmission 500, hydraulic control circuit 2000, and ECU 900 will be described.

-Torque converter-
The torque converter 300 includes a pump impeller 302 connected to the crankshaft of the engine 200 and a turbine impeller 306 connected to the forward / reverse switching device 400 via the turbine shaft 304. A lockup clutch 308 is provided between the pump impeller 302 and the turbine impeller 306. The lockup clutch 308 is engaged or released when the hydraulic pressure supply to the engagement side oil chamber and the release side oil chamber is switched.

  When the lockup clutch 308 is completely engaged, the pump impeller 302 and the turbine impeller 306 are integrally rotated. The pump impeller 302 includes a mechanical oil pump 310 that generates a hydraulic pressure for controlling the shift of the belt type continuously variable transmission 500, generating a belt clamping pressure, and supplying lubricating oil to each part. Is provided.

-Forward / reverse switching device-
The forward / reverse switching device 400 includes a double pinion type planetary gear mechanism, a forward clutch (forward clutch) 406, and a reverse brake (reverse brake) 410.

  The sun gear 402 of the planetary gear mechanism is connected to the turbine shaft 304 of the torque converter 300, and the carrier 404 is connected to the input shaft 502 of the belt type continuously variable transmission 500. The carrier 404 and the sun gear 402 are selectively connected via a forward clutch 406, and the ring gear 408 is selectively fixed to the housing via a reverse brake 410.

  The forward clutch 406 and the reverse brake 410 are hydraulic friction engagement devices that are engaged and released by the hydraulic control circuit 2000. The input rotational speed of the forward clutch 406 is the same as the rotational speed of the turbine shaft 304, that is, the turbine rotational speed NT.

  When the forward clutch 406 is engaged and the reverse brake 410 is released, the forward / reverse switching device 400 enters the forward engagement state. In this state, the driving force in the forward direction is transmitted to the belt type continuously variable transmission 500.

  On the other hand, when the reverse brake 410 is engaged and the forward clutch 406 is released, the forward / reverse switching device 400 enters the reverse engagement state. In this state, the input shaft 502 is rotated in the reverse direction with respect to the turbine shaft 304, and the driving force in the reverse direction is transmitted to the belt type continuously variable transmission 500.

  When both forward clutch 406 and reverse brake 410 are released, forward / reverse switching device 400 enters a neutral state in which power transmission is interrupted.

-Belt type continuously variable transmission-
The belt-type continuously variable transmission 500 includes an input-side primary pulley 510, an output-side secondary pulley 520, and a transmission belt 530 wound around the primary pulley 510 and the secondary pulley 520. . Power is transmitted using frictional forces between the pulleys and the transmission belt 530.

  The primary pulley 510 is a variable pulley having a variable effective diameter, and a fixed sheave 512 fixed to the input shaft 502 and a movable sheave 514 disposed on the input shaft 502 in a state in which sliding is possible only in the axial direction. And have. Similarly, the secondary pulley 520 is a variable pulley whose effective diameter is variable, and is a fixed sheave 522 fixed to the output shaft 506 and a movable sheave disposed on the output shaft 506 in a state in which only the axial direction can slide. 524.

  A hydraulic actuator 516 for changing the V groove width between the fixed sheave 512 and the movable sheave 514 is disposed on the movable sheave 514 side of the primary pulley 510. Similarly, a hydraulic actuator 526 for changing the V groove width between the fixed sheave 522 and the movable sheave 524 is also arranged on the movable sheave 524 side of the secondary pulley 520.

  In the belt type continuously variable transmission 500 having such a structure, the oil pressure of the hydraulic actuator 516 of the primary pulley 510 is controlled, whereby the V groove widths of the primary pulley 510 and the secondary pulley 520 change. As a result, the engagement diameter (effective diameter) of the transmission belt 530 is changed, and the gear ratio γ (= primary pulley rotation speed NIN / secondary pulley rotation speed NOUT) continuously changes. Further, the hydraulic pressure of the hydraulic actuator 526 of the secondary pulley 520 is controlled such that the transmission belt 530 is clamped with a predetermined clamping pressure that does not cause belt slip. These controls are executed by the ECU 900 and the hydraulic control circuit 2000.

-Hydraulic control circuit-
3 to 5 are diagrams illustrating an example of the hydraulic control circuit 2000. Hereinafter, the hydraulic control circuit 2000 will be described with reference to these drawings.

  In FIG. 3, the hydraulic pressure generated by the oil pump 310 is supplied to the primary regulator valve 2100, the modulator valve (1) 2310, and the modulator valve (3) 2330 via the line pressure oil path 2002.

  The primary regulator valve 2100 is selectively supplied with a control pressure from either the linear solenoid valve SLT or the linear solenoid valve SLS. Here, the linear solenoid valve SLT and the linear solenoid valve SLS are normally open solenoid valves, and the hydraulic pressure output when no power is supplied is maximized.

  The spool of the primary regulator valve 2100 slides up and down according to the supplied control pressure. As a result, the hydraulic pressure generated by the oil pump 310 is regulated (adjusted) by the primary regulator valve 2100. The hydraulic pressure adjusted by primary regulator valve 2100 is used as line pressure PL. The higher the control pressure supplied to the primary regulator valve 2100, the higher the line pressure PL.

  The linear solenoid valve SLT and the linear solenoid valve SLS are supplied with the hydraulic pressure regulated by the modulator valve (3) 2330 using the line pressure PL as the original pressure.

  The linear solenoid valve SLT and the linear solenoid valve SLS generate a control pressure according to a current value determined by a control signal (duty signal) from the ECU 900.

  Of the control pressure (output hydraulic pressure) of the linear solenoid valve SLT and the control pressure (output hydraulic pressure) of the linear solenoid valve SLS, the control pressure supplied to the primary regulator valve 2100 is selected by the control valve 2400.

  When the spool of the control valve 2400 is in the state (A) in FIG. 3 (left side state), the control pressure is supplied from the linear solenoid valve SLT to the primary regulator valve 2100. That is, the line pressure PL is controlled according to the control pressure of the linear solenoid valve SLT.

  When the spool of the control valve 2400 is in the state (B) in FIG. 3 (right state), the control pressure is supplied from the linear solenoid valve SLS to the primary regulator valve 2100. That is, the line pressure PL is controlled according to the control pressure of the linear solenoid valve SLS.

  When the spool of the control valve 2400 is in the state of (B) in FIG. 3, the control pressure of the linear solenoid valve SLT is supplied to a manual valve 2600 described later.

  The spool of the control valve 2400 is urged in one direction by a spring. Hydraulic pressure is supplied from the shift control duty solenoid DS1 and the shift control duty solenoid DS2 so as to oppose the urging force of the spring.

  When hydraulic pressure is supplied from both the shift control duty solenoids DS1 and DS2 to the control valve 2400, the spool of the control valve 2400 is in the state of (B) in FIG.

  When the hydraulic pressure is not supplied to the control valve 2400 from at least one of the shift control duty solenoids DS1 and DS2, the spool of the control valve 2400 is brought into a state (A) in FIG. 3 by the urging force of the spring.

  The hydraulic pressure adjusted by the modulator valve (4) 2340 is supplied to the shift control duty solenoids DS1 and DS2. The modulator valve (4) 2340 regulates the hydraulic pressure supplied from the modulator valve (3) 2330 to a constant pressure.

  The modulator valve (1) 2310 outputs a hydraulic pressure that is regulated using the line pressure PL as a source pressure. Specifically, the modulator valve (1) 2310 is provided with a spool that is movable in the axial direction and a spring that biases the spool to one side. Modulator valve (1) 2310 regulates line pressure PL introduced to modulator valve (1) 2310, using the output hydraulic pressure of linear solenoid valve SLS duty controlled by ECU 900 as a pilot pressure. The hydraulic pressure adjusted by the modulator valve (1) 2310 is supplied to the hydraulic actuator 526 of the secondary pulley 520. The belt clamping pressure is increased or decreased according to the output hydraulic pressure from the modulator valve (1) 2310.

  The linear solenoid valve SLS is controlled so that the belt clamping pressure does not cause belt slip according to a map using the accelerator opening Acc and the gear ratio γ as parameters. Specifically, the exciting current for the linear solenoid valve SLS is controlled with a duty ratio corresponding to the belt clamping pressure.

  The hydraulic pressure supplied to the hydraulic actuator 526 of the secondary pulley 520 is detected by the pressure sensor 2312.

  Next, the manual valve 2600 will be described with reference to FIG. Manual valve 2600 is mechanically switched according to the operation of shift lever 920. Thereby, the forward clutch 406 and the reverse brake 410 are engaged or released.

  Shift lever 920 is operated to a “P” position for parking, an “R” position for reverse travel, an “N” position for interrupting power transmission, a “D” position for forward travel, and a “B” position. .

  In the “P” position and the “N” position, the hydraulic pressure in the forward clutch 406 and the reverse brake 410 is drained from the manual valve 2600. Thereby, the forward clutch 406 and the reverse brake 410 are released.

  In the “R” position, hydraulic pressure is supplied from the manual valve 2600 to the reverse brake 410. Thereby, the reverse brake 410 is engaged. On the other hand, the hydraulic pressure in forward clutch 406 is drained from manual valve 2600. As a result, the forward clutch 406 is released.

  When the control valve 2400 is in the state (A) in FIG. 4 (left side state), the modulator pressure PM supplied from the modulator valve (2) (not shown) is supplied to the manual valve 2600 via the control valve 2400. . The reverse brake 410 is held in the engaged state by the modulator pressure PM.

  When the control valve 2400 is in the state (B) in FIG. 4 (right side state), the hydraulic pressure regulated by the linear solenoid valve SLT is supplied to the manual valve 2600. By adjusting the hydraulic pressure by the linear solenoid valve SLT, the reverse brake 410 is gently engaged, and the shock at the time of engagement is suppressed.

  In the “D” position and the “B” position, hydraulic pressure is supplied from the manual valve 2600 to the forward clutch 406. As a result, the forward clutch 406 is engaged. On the other hand, the hydraulic pressure in the reverse brake 410 is drained from the manual valve 2600. Thereby, the reverse brake 410 is released.

  When the control valve 2400 is in the state (A) in FIG. 4 (left side state), the modulator pressure PM supplied from the modulator valve (2) (not shown) is supplied to the manual valve 2600 via the control valve 2400. . The forward clutch 406 is held in the engaged state by the modulator pressure PM.

  When the control valve 2400 is in the state (B) in FIG. 4 (right side state), the hydraulic pressure regulated by the linear solenoid valve SLT is supplied to the manual valve 2600. By adjusting the hydraulic pressure by the linear solenoid valve SLT, the forward clutch 406 is gently engaged, and the shock at the time of engagement is suppressed.

  Under normal conditions, the linear solenoid valve SLT controls the line pressure PL via the control valve 2400. The linear solenoid valve SLS controls the belt clamping pressure via the modulator valve (1) 2310.

  On the other hand, when the neutral control execution condition including the condition that the vehicle is stopped with the shift lever 920 in the “D” position (the vehicle speed is “0”) is satisfied, the linear solenoid valve SLT is forwarded. The engagement force of the forward clutch 406 is controlled so that the engagement force of the clutch 406 decreases. The linear solenoid valve SLS controls the belt clamping pressure via the modulator valve (1) 2310, and controls the line pressure PL instead of the linear solenoid valve SLT.

  When a garage shift is performed in which the shift lever 920 is operated from the “N” or “P” position to the “D” or “R” position, the forward clutch 406 or the reverse brake 410 is gently engaged with the linear solenoid valve SLT. The engagement force of the forward clutch 406 or the reverse brake 410 is controlled so as to match. The linear solenoid valve SLS controls the belt clamping pressure via the modulator valve (1) 2310, and controls the line pressure PL instead of the linear solenoid valve SLT.

  Next, with reference to FIG. 5, a configuration for performing the shift control will be described. Shift control is performed by controlling the supply and discharge of hydraulic pressure to the hydraulic actuator 516 of the primary pulley 510. Supply and discharge of hydraulic oil to and from the hydraulic actuator 516 of the primary pulley 510 is performed using a ratio control valve (1) 2710 and a ratio control valve (2) 2720.

  The hydraulic actuator 516 of the primary pulley 510 communicates with a ratio control valve (1) 2710 to which the line pressure PL is supplied and a ratio control valve (2) 2720 connected to the drain.

  The ratio control valve (1) 2710 is a valve for executing an upshift. Ratio control valve (1) 2710 is configured to open and close a flow path between an input port to which line pressure PL is supplied and an output port connected to hydraulic actuator 516 of primary pulley 510 by a spool.

  A spring is disposed at one end of the spool of the ratio control valve (1) 2710. A port to which the control pressure from the shift control duty solenoid DS1 is supplied is formed at the end opposite to the spring across the spool. Further, a port to which a control pressure is supplied from the shift control duty solenoid DS2 is formed at the end on the side where the spring is disposed.

  When the control pressure from the shift control duty solenoid DS1 is increased and the control pressure is not output from the shift control duty solenoid DS2, the spool of the ratio control valve (1) 2710 is in the state (D) in FIG. (Right state).

  In this state, the hydraulic pressure supplied to the hydraulic actuator 516 of the primary pulley 510 increases and the groove width of the primary pulley 510 becomes narrow. As a result, the gear ratio decreases. That is, an upshift is performed. In addition, the transmission speed is increased by increasing the supply flow rate of the hydraulic oil at that time.

  The ratio control valve (2) 2720 is a valve for executing a downshift. A spring is disposed at one end of the spool of the ratio control valve (2) 2720. A port to which a control pressure is supplied from the shift control duty solenoid DS1 is formed at the end on the side where the spring is disposed. A port to which a control pressure is supplied from the shift control duty solenoid DS2 is formed at the end opposite to the spring across the spool.

  When the control pressure from the shift control duty solenoid DS2 is increased and the control pressure is not output from the shift control duty solenoid DS1, the spool of the ratio control valve (2) 2720 is in the state (C) in FIG. (Left side state). At the same time, the spool of the ratio control valve (1) 2710 is in the state (C) (left side state) in FIG.

  In this state, hydraulic oil is discharged from the hydraulic actuator 516 of the primary pulley 510 via the ratio control valve (1) 2710 and the ratio control valve (2) 2720. Therefore, the groove width of the primary pulley 510 is increased. As a result, the gear ratio increases. That is, downshift. Further, the shift speed is increased by increasing the discharge flow rate of the hydraulic oil at that time.

-ECU-
The ECU 900 controls the output of the engine 200, the shift control of the belt-type continuously variable transmission 500, the belt clamping pressure control, the engagement / release control of the forward clutch 406, and the engagement of the reverse brake 410 based on the outputs of various sensors. / Execute release control.

  Specifically, as shown in FIG. 6, the ECU 900 includes an engine speed sensor 902, a turbine speed sensor 904, a vehicle speed sensor 906, a throttle opening sensor 908, a cooling water temperature sensor 910, a CVT oil temperature sensor 912, An accelerator opening sensor 914, a foot brake switch 916, a position sensor 918, a primary pulley rotation speed sensor 922, and a secondary pulley rotation speed sensor 924 are connected.

  The engine speed sensor 902 detects the engine speed (engine speed) NE of the engine 200. The turbine rotation speed sensor 904 detects the rotation speed (turbine rotation speed) NT of the turbine shaft 304. The vehicle speed sensor 906 detects the vehicle speed V. The throttle opening sensor 908 detects the opening θ of the electronic throttle valve 1000. Cooling water temperature sensor 910 detects the cooling water temperature of engine 200. CVT oil temperature sensor 912 detects the oil temperature of belt type continuously variable transmission 500 or the like. The accelerator opening sensor 914 detects the accelerator pedal opening Acc. The foot brake switch 916 detects whether or not the foot brake is operated.

  The position sensor 918 detects the position of the shift lever 920. Primary pulley rotation speed sensor 922 detects rotation speed NIN of primary pulley 510. Secondary pulley rotation speed sensor 924 detects rotation speed NOUT of secondary pulley 520.

  The turbine rotational speed NT coincides with the primary pulley rotational speed NIN during forward traveling with the forward clutch 406 engaged. The vehicle speed V becomes a value corresponding to the secondary pulley rotation speed NOUT. Therefore, when the vehicle is stopped and the forward clutch 406 is engaged, the turbine speed NT is zero.

  ECU 900 controls electronic throttle valve 1000, fuel injection device 1100, and ignition device 1200 to control output of engine 200. The ECU 900 controls the hydraulic control circuit 2000 to control the shift of the belt-type continuously variable transmission 500, the belt clamping pressure control, the engagement / release control of the forward clutch 406, and the engagement / release control of the reverse brake 410. I do.

  In the vehicle having the above configuration, when a failure occurs in which the linear solenoid valve SLT is fixed to the OFF side, the following phenomenon occurs.

  During an N → D (or P → D) shift operation, the linear solenoid valve SLT controls the engagement pressure (clutch pressure) of the forward clutch 406 so that the forward clutch 406 is gently engaged. At this time, if the linear solenoid valve SLT has an off failure, the maximum pressure is output from the linear solenoid valve SLT, and the forward clutch 406 is engaged at the maximum pressure. As a result, the forward clutch 406 is suddenly engaged (operating immediately), and a garage shock is generated.

  During an N → R (or P → R) shift operation, the linear solenoid valve SLT controls the engagement pressure of the reverse brake 410 so that the reverse brake 410 is gently engaged. At this time, if the linear solenoid valve SLT has an off failure, the maximum pressure is output from the linear solenoid valve SLT, and the reverse brake 410 is engaged at the maximum pressure. Thereby, the reverse brake 410 is suddenly engaged (operating immediately), and a garage shock is generated.

  On the other hand, in normal times, the linear solenoid valve SLT controls the line pressure. At this time, if the linear solenoid valve SLT has an off failure, the maximum pressure is output from the linear solenoid valve SLT, and the line pressure becomes the maximum pressure. As a result, during an upshift, the differential pressure between the hydraulic pressure of the hydraulic actuator 516 of the primary pulley 510 and the line pressure increases, and the supply flow rate of hydraulic oil to the hydraulic actuator 516 becomes larger than the target, so that shifting hunting occurs. . Further, since the line pressure becomes the highest pressure, the oil pump load increases and the engine load increases compared to the normal pressure. Thereby, the engine torque for steady running increases.

  As described above, when the linear solenoid valve SLT is in an OFF failure, the forward clutch 406 or the reverse brake 410 is suddenly engaged during garage operation (engagement pressure control), and normal (line pressure control). In this case, hunting of the shift at the time of upshift and an increase in engine load occur.

  If a failure occurs in which the linear solenoid valve SLT is fixed on the ON side, the line pressure becomes the lowest pressure and belt slippage occurs at normal times.

  The ECU 900 has a function of determining an off failure of the linear solenoid valve SLT. The function will be described below.

  FIG. 7 is a block diagram illustrating an example of a functional configuration of the ECU 900. In FIG. 7, ECU 900 includes a sudden engagement determination unit 952, a shift hunting determination unit 954, an engine load determination unit 956, and a failure determination unit 958.

  The sudden engagement determination unit 952 determines whether or not a condition that the sudden engagement of the forward clutch 406 or the reverse brake 410 occurs during the garage operation is satisfied. That is, the sudden engagement determination unit 952 determines whether or not the clutch pressure control is abnormal. Specifically, the sudden engagement determination unit 952 determines that the engagement time of the forward clutch 406 is equal to or less than a predetermined value when the N → D (or P → D) operation is performed, and the N → R (or P → R) operation. It is determined whether one or both of the conditions that the engagement time of the reverse brake 410 is sometimes less than or equal to is satisfied.

Specifically, the rapid engagement determination unit 952 determines whether or not all of the following conditions (1-a), (1-b), and (1-c) are satisfied.
(1-a) The vehicle is stopped.
(1-b) During normal N → D (P → D) operation. Here, “ordinary” means that a special operation such as a shift operation while depressing the accelerator is excluded.
(1-c) The shift time (engagement time of the forward clutch 406) at the time of N → D (P → D) operation is not more than a predetermined value.

  The condition (1-b) may be “when normal N → R (P → R) operation”, and the condition (1-c) is “N → R (P → R) operation”. The shift time at that time (the engagement time of the reverse brake 410) may be equal to or less than a predetermined value. "

  The shift hunting determination unit 954 determines whether a condition that shift hunting occurs during upshifting is satisfied.

Specifically, the shift hunting determination unit 954 determines whether or not all of the following conditions (2-a), (2-b), and (2-c) are satisfied.
(2-a) During upshift.
(2-b) There is no accelerator return operation (operation to step on or return the accelerator).
(2-c) Parameters that correlate with the gear ratio, such as the target primary pulley speed and the engine speed, fluctuate in a predetermined cycle.

  The engine load determination unit 956 determines whether or not a condition that the engine load is higher than normal is satisfied. That is, the engine load determination unit 956 determines whether or not the engine load is increasing.

Specifically, the engine load determination unit 956 determines whether or not all of the following conditions (3-a), (3-b), (3-c), and (3-d) are satisfied.
(3-a) During steady running.
(3-b) No change in gradient.
(3-c) No change in electrical load.
(3-d) The estimated engine torque is higher than the normal value by a predetermined amount or more.

  The failure determination unit 958 determines that the linear solenoid valve SLT is in an off-failure state when the sudden engagement determination unit 952, the shift hunting determination unit 954, and the engine load determination unit 956 determine that the above condition is satisfied. That is, the failure determination unit 958 performs linear operation when the conditions that a sudden engagement occurs during a garage operation, the conditions that a shift hunting occurs during an upshift, and the condition that the engine load is higher than normal are all satisfied. It is determined that the solenoid valve SLT is in an off-failure state. If the failure determination unit 958 determines that the linear solenoid valve SLT is in an off-failure state, the failure determination unit 958 performs predetermined failure processing. Examples of the process at the time of failure include a process of turning on a lamp (MIL) indicating failure and a process of recording information indicating failure. The failure determination unit 958 may execute a predetermined reset process such as turning off the MIL when at least one of the above conditions is not satisfied.

  The failure determination unit 958 determines that the linear solenoid valve SLT is in an off-failure state when a condition that a sudden engagement occurs during a garage operation and a condition that a shift hunting occurs during an upshift are satisfied. Good. Therefore, engine load determination unit 956 may be omitted as appropriate.

  Hereinafter, the operation of the ECU 900 will be described.

  FIG. 8 is a flowchart showing a sudden engagement determination routine. This sudden engagement determination routine is repeatedly executed at regular intervals, for example.

  In FIG. 8, the ECU 900 determines whether or not the vehicle is in a stopped state (S11). This determination is made based on the vehicle speed V from the vehicle speed sensor 906, for example.

  When it is determined that the vehicle is not stopped (S11: NO), the ECU 900 ends the process.

  On the other hand, if it is determined that the vehicle is in a stopped state (S11: YES), ECU 900 determines whether it is during normal N → D (or P → D) operation (S12). This determination is made based on the shift position from the position sensor 918, for example.

  When it is determined that it is not during normal N → D (or P → D) operation (S12: NO), ECU 900 ends the process.

  On the other hand, when it is determined that it is during normal N → D (or P → D) operation (S12: YES), ECU 900 determines whether or not the shift time is equal to or shorter than a predetermined time (S13). Specifically, ECU 900 measures the time from the shift operation until the engagement of forward clutch 406 is completed as a shift time, and determines whether the shift time is equal to or shorter than a predetermined time.

  If it is determined that the shift time is not less than the predetermined time (S13: NO), ECU 900 ends the process.

  On the other hand, when it is determined that the shift time is equal to or shorter than the predetermined time (S13: YES), the ECU 900 determines that the clutch pressure control is abnormal due to the maximum clutch pressure value (S14).

  FIG. 9 is a flowchart showing a shift hunting determination routine. This shift hunting determination routine is repeatedly executed at regular intervals, for example.

  In FIG. 9, the ECU 900 determines whether or not it is an upshift (S21). This determination is made based on, for example, the outputs of the shift control duty solenoids DS1 and DS2.

  When it is determined that the time is not upshifting (S21: NO), ECU 900 ends the process.

  On the other hand, when it is determined that the time is upshift (S21: YES), it is determined whether or not there is an accelerator return operation during the determination target period (S22). This determination is made based on, for example, the accelerator opening Acc from the accelerator opening sensor 914.

  When it is determined that there is an accelerator return operation (S22: NO), the ECU 900 ends the process.

  On the other hand, when it is determined that there is no accelerator return operation (S22: YES), the ECU 900 determines whether or not the target primary pulley rotation speed fluctuates in a predetermined cycle during the determination target period (S23).

  When it is determined that there is no change (S23: NO), the ECU 900 ends the process.

  On the other hand, when it is determined that there is the variation (S23: YES), the ECU 900 determines that the shift hunting state is based on the maximum line pressure (S24).

  FIG. 10 is a flowchart showing an engine load determination routine. This engine load determination routine is repeatedly executed at regular intervals, for example.

  In FIG. 10, the ECU 900 determines whether or not the vehicle is in steady running (S31). This determination is made based on, for example, the accelerator opening Acc from the accelerator opening sensor 914, the vehicle speed V from the vehicle speed sensor 906, and the like. Specifically, ECU 900 determines whether or not the fluctuation range of accelerator opening Acc and vehicle speed V is equal to or less than a predetermined value in a certain period (determination target period).

  If it is determined that the vehicle is not in steady travel (S31: NO), the ECU 900 ends the process.

  On the other hand, when it is determined that the vehicle is in steady running (S31: YES), ECU 900 determines whether or not there is a gradient change during the determination target period (S32). Specifically, ECU 900 determines whether or not the fluctuation range of the gradient during the determination target period is equal to or less than a predetermined value. This determination is made based on, for example, an output value from a gradient sensor (not shown) that detects the gradient of the road.

  When it is determined that there is a gradient change (S32: NO), the ECU 900 ends the process.

  On the other hand, when it is determined that there is no gradient change (S32: YES), the ECU 900 determines whether there is no change in the electrical load during the determination target period (S33). Specifically, ECU 900 determines whether or not the fluctuation range of the electric load such as auxiliary equipment mounted on the vehicle is equal to or less than a predetermined value during the determination target period.

  When it is determined that there is a change in the electric load (S33: NO), the ECU 900 ends the process.

  On the other hand, when it is determined that there is no change in the electrical load (S33: YES), the ECU 900 determines whether or not the estimated engine torque during the determination target period is higher than the normal time by a predetermined amount (S34). Specifically, ECU 900 acquires an estimated value of actual engine torque in the determination target period and a normal engine torque value (ideal value) in the determination target period, and the estimated value of engine torque is ideal. It is determined whether or not the value is higher than a predetermined value. Here, the estimated value of the engine torque is based on a map or a calculation formula that is set so that the actual hydraulic load is reflected in the estimated value using various parameters such as the engine speed NE and the intake air amount. Desired. On the other hand, the ideal value of the engine torque is a map or formula that is set so that the ideal hydraulic load is expected instead of the actual hydraulic load, using various parameters such as gradient values and electrical load values. Based on.

  When it is determined that the estimated engine torque is not higher than a predetermined level from the normal time (S34: NO), the ECU 900 ends the process.

  On the other hand, when it is determined that the estimated engine torque is higher than the normal value by a predetermined value or more (S34: YES), the ECU 900 determines that the engine load is increased due to the maximum line pressure (S35).

  FIG. 11 is a flowchart showing a failure determination routine. This failure determination routine is repeatedly executed at regular intervals, for example.

  In FIG. 11, ECU 900 has detected whether the clutch pressure control abnormal state, the shift hunting state, and the engine load increase state are all detected based on the determination results of the sudden engagement determination routine, the shift hunting determination routine, and the engine load determination routine. Is determined (S41). For example, ECU 900 determines whether or not three conditions are satisfied by referring to three flags indicating the determination results of the quick engagement determination routine, the shift hunting determination routine, and the engine load determination routine.

  If it is determined that all have been detected (S41: YES), the ECU 900 determines that the linear solenoid valve SLT is in an off failure, and executes predetermined failure processing such as lighting of MIL (S42). If not (S41: NO), the ECU 900 ends the process.

  As described above, in this example, the linear solenoid valve SLT that outputs the control pressure, the primary regulator valve 2100 that adjusts the discharge pressure of the oil pump 310 driven by the engine 200 to the line pressure according to the control pressure, the line pressure In a vehicle including a belt-type continuously variable transmission 500 that performs a shifting operation by the above and a forward clutch 406 (or reverse brake 410) whose engagement force is controlled according to a control pressure, the forward clutch 406 (or reverse brake 410) The linear solenoid valve SLT is detected when a phenomenon in which the engagement time is less than a predetermined value, a phenomenon in which hunting occurs in the speed change operation of the belt type continuously variable transmission 500, and a phenomenon in which the load of the engine 200 is higher than normal are detected. Is a failure state that sticks to the off side (failure state that always outputs the highest pressure) ) It is determined to be in. For this reason, according to this example, it is possible to accurately determine a failure state in which the linear solenoid valve SLT is fixed to the OFF side.

  According to OBD (On-board Diagnostics) regulations, when a failure that affects emissions occurs, it is necessary to determine the failure and turn on the MIL. When the linear solenoid valve SLT is fixed to the ON side, belt slippage occurs, which affects the emission. On the other hand, even if the linear solenoid valve is fixed to the off side, the emission is not affected. For this reason, according to European OBD regulations, on-side sticking is subject to OBD, but off-side sticking is not subject to OBD. However, according to the North American OBD regulations, if one failure is an OBD target, the other failure is also an OBD target. Therefore, it is necessary to establish a method for determining an OFF-side failure of the linear solenoid valve SLT. According to the present embodiment, it is possible to accurately determine an off-side failure and meet the request.

  In addition, this invention is not limited to the said embodiment, It can change variously within the range which does not deviate from the summary of this invention.

  1 power source, 2 oil pump, 3 pressure regulator, 4 continuously variable transmission, 5 friction engagement device, 6 control valve, 7 control device.

Claims (6)

A control valve that outputs a control pressure; a continuously variable transmission that performs a shift operation using a line pressure that is adjusted according to the control pressure; and a friction engagement device that is configured to control an engagement force according to the control pressure. In the vehicle provided with the control valve failure determination device,
The control valve continues to output an excessive control pressure when a phenomenon in which the engagement time of the friction engagement device is a predetermined time or less and a phenomenon in which hunting occurs in the speed change operation of the continuously variable transmission are detected. A control valve failure determination device, characterized in that it is determined to be in a failure state. A control valve that outputs a control pressure, pressure adjusting means that adjusts a discharge pressure of an oil pump driven by a power source to a line pressure in accordance with the control pressure, and a continuously variable transmission that performs a shifting operation by the line pressure; A failure determination device for the control valve in a vehicle including a friction engagement device whose engagement force is controlled according to the control pressure,
When a phenomenon in which the engagement time of the friction engagement device is less than a predetermined value, a phenomenon in which hunting occurs in the speed change operation of the continuously variable transmission, and a phenomenon in which the load of the power source is higher than normal are detected A control valve failure determination device, wherein the control valve is determined to be in a failure state that continues to output an excessive control pressure. A control valve that outputs a control pressure; a continuously variable transmission that performs a shift operation using a line pressure that is adjusted according to the control pressure; and a friction engagement device that is configured to control an engagement force according to the control pressure. A failure determination method for the control valve in a vehicle comprising:
The control valve continues to output an excessive control pressure when a phenomenon in which the engagement time of the friction engagement device is a predetermined time or less and a phenomenon in which hunting occurs in the speed change operation of the continuously variable transmission are detected. A control valve failure determination method, characterized in that it is determined that there is a failure state. A control valve that outputs a control pressure, pressure adjusting means that adjusts a discharge pressure of an oil pump driven by a power source to a line pressure in accordance with the control pressure, and a continuously variable transmission that performs a shifting operation by the line pressure; A failure determination method for the control valve in a vehicle including a friction engagement device whose engagement force is controlled according to the control pressure,
When a phenomenon in which the engagement time of the friction engagement device is a predetermined time or less, a phenomenon in which hunting occurs in the speed change operation of the continuously variable transmission, and a phenomenon in which the load of the power source is higher than normal are detected. A control valve failure determination method comprising: determining that the control valve is in a failure state that continues to output an excessive control pressure. A control valve that outputs a control pressure; a continuously variable transmission that performs a shift operation using a line pressure that is adjusted according to the control pressure; and a friction engagement device that is configured to control an engagement force according to the control pressure. A failure determination program for the control valve in a vehicle comprising:
On the computer,
The control valve continues to output an excessive control pressure when a phenomenon in which the engagement time of the friction engagement device is a predetermined time or less and a phenomenon in which hunting occurs in the speed change operation of the continuously variable transmission are detected. A procedure for determining that there is a fault condition;
A control valve failure determination program characterized in that A control valve that outputs a control pressure, pressure adjusting means that adjusts a discharge pressure of an oil pump driven by a power source to a line pressure in accordance with the control pressure, and a continuously variable transmission that performs a shifting operation by the line pressure; A failure determination program for the control valve in a vehicle including a friction engagement device whose engagement force is controlled according to the control pressure,
On the computer,
When a phenomenon in which the engagement time of the friction engagement device is a predetermined time or less, a phenomenon in which hunting occurs in the speed change operation of the continuously variable transmission, and a phenomenon in which the load of the power source is higher than normal are detected. , A procedure for determining that the control valve is in a failure state that continues to output excessive control pressure;
A control valve failure determination program characterized in that

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