JP2019108897A - Control device of automatic transmission - Google Patents

Abstract

To easily specify troublesome torque-down control when a plurality of numbers of the torque-down control are simultaneously performed.SOLUTION: A control device of an automatic transmission comprises: a CVT control unit 8 for setting a torque-down limit value which is obtained by minimum value selection to a required torque-down value when a plurality of torque-down limit values of an engine 1 are calculated when performing cooperative control cooperatively with the engine 1 by a belt-type CVT; and an engine control unit 9 for performing the torque-down control of the engine 1 for setting the required torque-down value to a torque limit value when the required torque-down value is inputted by transmission from the CVT control unit 8. The CVT control unit 8 compares the required torque-down value and each torque-down limit value, and when the required torque-down value is the same as the torque-down limit value, sets a torque-down discrimination flag for discriminating a kind of the torque-down control which outputs the same torque-down control value.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a control device of an automatic transmission which improves torque down information.

  Conventionally, when negative torque is calculated by the input torque calculating unit during the shift process, torque output is performed to the driving power source control unit so that the rotating electric machine outputs torque limited by the negative torque limit increase amount limit value. A transmission torque management unit for giving a restriction command is provided. Specifically, a transmission control apparatus is disclosed which limits the torque of an engine using a first negative torque increase limit value and a second negative torque increase limit value (see, for example, Patent Document 1).

JP 2012-66673 A

  In the conventional device, when a plurality of torque down controls are simultaneously generated, it is not known which torque down control is limiting the output torque of the engine. Therefore, when there is a problem such as insufficient torque, there is a problem that it takes a long time to specify which control has a problem among a plurality of torque down controls.

  The present invention has been made in view of the above problems, and provides a control device of an automatic transmission which can easily identify problematic torque down control when a plurality of torque down controls are simultaneously occurring. The purpose is to

In order to achieve the above object, according to the present invention, an automatic transmission is mounted between a traveling drive source and drive wheels.
In the control device of this automatic transmission, when performing cooperative control with the traveling drive source by the automatic transmission, if a plurality of torque down limit values for the traveling drive source are calculated, the torque down restriction due to the minimum value selection is performed. When the required torque down value is input by transmission from the shift controller with the required torque down value as the required torque down value, a travel drive source that executes torque down control of the traveling drive source with the required torque down value as the torque limit value. And a controller.
The shift controller compares the required torque down value with each torque down limit value, and outputs the same value as the torque down limit value if the required torque down value and the torque down limit value are the same value. A torque down determination flag is set to determine the type.

  As a result, when a plurality of torque down controls are simultaneously generated, the torque down determination flag is set in the torque down control limiting the torque of the traveling drive source, so that the torque down control having a problem can be easily solved. Can be identified.

FIG. 1 is an entire system diagram showing a drive system and a control system of an engine car to which a control device of an automatic transmission according to a first embodiment is applied. FIG. 6 is a shift schedule diagram showing an example of a D-range stepless shift schedule used when the stepper executes stepless shift control in an automatic shift mode by a variator. FIG. 2 is a schematic configuration view showing a coordinated control configuration of a belt-type continuously variable transmission and an engine according to a first embodiment. 5 is a flowchart showing a flow of an engine torque reduction control process executed by the CVT control unit of the first embodiment. In the comparative example, the time indicating the characteristics of the torque down operation flag setting region, the torque down limit value 1, 2, 3 and the required torque down value ReqTRQ and the engine torque TengCAN when the three torque down operation flags 1, 2 and 3 stand. It is a chart. In the first embodiment, the torque down determination flag setting region when the three torque down determination flags 1, 2 and 3 are set, the torque down limit value 1, 2, 3, the required torque down value ReqTRQ, and the respective characteristics of the engine torque TengCAN are shown. It is a time chart.

  Hereinafter, a mode for carrying out a control device for an automatic transmission according to the present invention will be described based on Example 1 shown in the drawings.

  The control device in the first embodiment is applied to an engine car equipped with a belt type continuously variable transmission (an example of an automatic transmission) configured by a torque converter, a forward / reverse switching mechanism, a variator, and a final reduction gear mechanism. Hereinafter, the configuration of the first embodiment will be described by being divided into “overall system configuration”, “coordinated control configuration of belt type continuously variable transmission and engine”, and “engine torque reduction control processing configuration”.

[Whole system configuration]
FIG. 1 shows a drive system and a control system of an engine car to which the control device of the first embodiment is applied. Hereinafter, the entire system configuration will be described based on FIG.

As shown in FIG. 1, the drive system of the engine car includes an engine 1, a torque converter 2, a forward / backward switching mechanism 3, a variator 4, a final reduction gear mechanism 5, and drive wheels 6, 6. There is.
Here, the belt-type continuously variable transmission CVT is configured by incorporating the torque converter 2, the forward / reverse switching mechanism 3, the variator 4 and the final reduction mechanism 5 in a transmission case (not shown).

  The engine 1 can control the output torque by an engine control signal from the outside, in addition to the control of the output torque by the accelerator operation by the driver. The engine 1 includes an output torque control actuator 10 that performs torque reduction control by ignition timing retard control, throttle valve opening / closing control, or the like.

  The torque converter 2 is a starting element by a fluid coupling having a torque increasing function and a torque fluctuation absorbing function. When the torque increasing function and the torque fluctuation absorbing function are not required, the lockup clutch 20 capable of directly connecting the engine output shaft 11 (= torque converter input shaft) and the torque converter output shaft 21 is provided. The torque converter 2 is provided with a pump impeller 23 connected to the engine output shaft 11 via the converter housing 22, a turbine runner 24 connected to the torque converter output shaft 21, and a case via a one-way clutch 25. A stator 26 is a component.

  The forward / reverse switching mechanism 3 is a mechanism that switches the input rotation direction to the variator 4 between a forward rotation direction during forward travel and a reverse rotation direction during reverse travel. The forward / reverse switching mechanism 3 has a double pinion planetary gear 30, a forward clutch 31 with a plurality of clutch plates, and a reverse brake 32 with a plurality of brake plates. The forward clutch 31 is hydraulically engaged by the forward clutch pressure Pfc when selecting a forward traveling range such as the D range. The reverse brake 32 is hydraulically engaged by the reverse brake pressure Prb when selecting a reverse travel range such as the R range. The forward clutch 31 and the reverse brake 32 are both released by draining the forward clutch pressure Pfc and the reverse brake pressure Prb when the N range (neutral range) is selected.

  The variator 4 has a primary pulley 42, a secondary pulley 43, and a pulley belt 44, and has a stepless change in the transmission ratio (ratio of variator input rotation to variator output rotation) steplessly by change in belt contact diameter. It has a shift function. The primary pulley 42 is constituted by a fixed pulley 42 a and a slide pulley 42 b coaxially disposed on the variator input shaft 40, and the slide pulley 42 b slides by the primary pressure Ppri guided to the primary pressure chamber 45. The secondary pulley 43 is composed of a fixed pulley 43 a and a slide pulley 43 b coaxially disposed on the variator output shaft 41, and the slide pulley 43 b slides according to the secondary pressure Psec guided to the secondary pressure chamber 46. The pulley belt 44 is stretched around a V-shaped sheave surface of the primary pulley 42 and a V-shaped sheave surface of the secondary pulley 43. The pulley belt 44 is formed of two sets of laminated rings in which a large number of annular rings are overlapped from the inside to the outside, and a punched plate material, and a large number of annular layers are attached by clamping along two sets of laminated rings. It is composed of elements. The pulley belt 44 may be a chain type belt in which a plurality of chain elements arranged in the advancing direction of the pulley are connected by a pin penetrating in the axial direction of the pulley.

  The final reduction gear mechanism 5 is a mechanism that decelerates the variator output rotation from the variator output shaft 41 and transmits it to the left and right drive wheels 6 and 6 with a differential function. The final reduction mechanism 5 includes, as a reduction gear mechanism, an output gear 52 provided on the variator output shaft 41, an idler gear 53 and a reduction gear 54 provided on the idler shaft 50, and a final provided on the outer peripheral position of the differential case. And a gear 55. A differential gear 56 interposed between the left and right drive shafts 51 and 51 is provided as a differential gear mechanism.

  As shown in FIG. 1, the control system of the engine car includes a hydraulic control unit 7 representing a hydraulic control system, a CVT control unit 8 representing an electronic control system, and an engine control unit 9.

  The hydraulic control unit 7 includes the primary pressure Ppri introduced to the primary pressure chamber 45, the secondary pressure Psec introduced to the secondary pressure chamber 46, the forward clutch pressure Pfc to the forward clutch 31, the reverse brake pressure Prb to the reverse brake 32, etc. It is a unit that regulates pressure. The hydraulic control unit 7 includes an oil pump 70 rotationally driven by the engine 1 as a traveling drive source, and a hydraulic control circuit 71 that regulates various control pressures based on the discharge pressure from the oil pump 70. . The hydraulic control circuit 71 includes a line pressure solenoid valve 72, a primary pressure solenoid valve 73, a secondary pressure solenoid valve 74, a select solenoid valve 75, and a lockup pressure solenoid valve 76. The solenoid valves 72, 73, 74, 75, 76 adjust pressure to command pressure according to a control command value output from the CVT control unit 8.

  The line pressure solenoid valve 72 regulates the discharge pressure from the oil pump 70 to the commanded line pressure PL in accordance with the line pressure command value output from the CVT control unit 8. The line pressure PL is an original pressure at the time of adjusting various control pressures, and is a hydraulic pressure that suppresses the belt slip and the clutch slip against the torque transmitted through the drive system.

  The primary pressure solenoid valve 73 reduces and adjusts the line pressure PL to the commanded primary pressure Ppri in accordance with the primary pressure command value output from the CVT control unit 8. The secondary pressure solenoid valve 74 reduces and adjusts the line pressure PL to the commanded secondary pressure Psec according to the secondary pressure command value output from the CVT control unit 8.

  Select solenoid valve 75 is adjusted to reduce forward clutch pressure Pfc or reverse brake pressure Prb commanded using line pressure PL as the original pressure according to the forward clutch pressure command value or reverse brake pressure command value output from CVT control unit 8 Do.

  The lockup pressure solenoid valve 76 adjusts the lockup control pressure PL / U for engaging / slip engaging / disengaging the lockup clutch 20 according to the lockup pressure command value output from the CVT control unit 8.

The CVT control unit 8 performs line pressure control, shift control, forward / reverse switching control, lockup control, belt slip prevention control, and the like. In the line pressure control, a command value for obtaining a target line pressure corresponding to the accelerator opening degree or the like is output to the line pressure solenoid valve 72. In the shift control, when the target gear ratio (target primary rotation Npri ^* ) is determined, a command value for obtaining the determined target gear ratio (target primary rotation Npri ^* ) is output to the primary pressure solenoid valve 73 and the secondary pressure solenoid valve 74. In the forward / reverse switching control, a command value for controlling engagement / disengagement of the forward clutch 31 and the reverse brake 32 is output to the select solenoid valve 75 in accordance with the selected range position. In the lockup control, a command value for controlling the lockup control pressure PL / U for engaging / slip engaging / disengaging the lockup clutch 20 is output to the lockup pressure solenoid valve 76. In the belt slippage prevention control, engine torque reduction control and pulley oil pressure rise control are performed based on detection or prediction detection of belt slippage.

  The CVT control unit 8 includes a primary rotation sensor 80, a vehicle speed sensor 81, a secondary pressure sensor 82, an oil temperature sensor 83, an inhibitor switch 84, a brake switch 85, an accelerator opening sensor 86, a primary pressure sensor 87, a secondary rotation sensor 89, Sensor information and switch information from the turbine rotation sensor 89 and the like are input. Further, engine speed information from the engine speed sensor 12 is input to the engine control unit 9.

  The CVT control unit 8 and the engine control unit 9 are bi-directionally connected by a CAN communication line 13. For example, engine torque information and the like are input from the engine control unit 9 to the CVT control unit 8 via the CAN communication line 13. From the CVT control unit 8 to the engine control unit 9, a requested torque down value or the like is transmitted via the CAN communication line 13.

  FIG. 2 shows an example of a D-range stepless shift schedule used when the variator 4 executes stepless shift control in the automatic shift mode when the D range is selected.

The “D range shift mode” is an automatic shift mode in which the transmission ratio is automatically changed steplessly according to the vehicle operating state. The shift control in the "D range shift mode" is performed using the operating point on the D range continuously variable shift schedule of FIG. 2 specified by the vehicle speed VSP (vehicle speed sensor 81) and the accelerator opening APO (accelerator opening sensor 86). The target primary rotational speed Npri ^* is determined by VSP, APO). Then, pulley hydraulic control is performed to make the primary rotation speed Npri from the primary rotation sensor 80 match the target primary rotation speed Npri ^* .

That is, as shown in FIG. 2, the D-range stepless shift schedule used in the "D-range shift mode" has a gear ratio width with the lowest gear ratio and the highest gear ratio according to the operating point (VSP, APO). It is set to change the transmission ratio steplessly within the range. For example, when the vehicle speed VSP is constant, the target primary rotational speed Npri ^* rises and shifts in the downshift direction when the accelerator depression operation is performed, and when the accelerator return operation is performed, the target primary rotational speed Npri ^* decreases and the up Shift in the shift direction. When the accelerator opening APO is constant, the vehicle speed is shifted in the upshift direction when the vehicle speed VSP is increased, and is shifted in the downshift direction when the vehicle speed VSP is decreased.

[Collaborative control configuration of belt type continuously variable transmission and engine]
Hereinafter, the cooperative control configuration of the belt type continuously variable transmission and the engine will be described based on FIG.
The drive system of the engine car is, as shown in FIG. 3, an engine 1, a torque converter 2 (lockup clutch 20), a forward / backward switching mechanism 3 (forward clutch 31, reverse brake 32), a variator 4 and A speed reducing mechanism 5 and a drive wheel 6 are provided.

  As shown in FIG. 3, the control system of the engine car includes a CVT control unit 8 (speed change controller), an engine control unit 9 (traveling drive source controller), and a CAN communication line 13.

  When the CVT control unit 8 executes coordinated control with the engine 1 in the belt-type continuously variable transmission CVT, when a plurality of torque down limit values of the engine 1 are calculated from various controls performed in parallel with each other. The torque reduction limit value by selecting the minimum value is taken as the required torque reduction value.

  When the required torque down value is input from the CVT control unit 8 by transmission via the CAN communication line 13, the engine control unit 9 executes torque down control in which the required torque down value is set as the torque limit value of the engine 1.

Here, as a type of torque down control executed as cooperative control with the engine 1,
(a) Torque-down control at the time of sudden depression (Fa)
(b) Power-on up-shift torque reduction control (Fb)
(c) Unit protection torque down control 1 (Fc)
(d) Unit error torque reduction control 1 (Fd)
(e) Unit protection torque down control 2 (Fe)
(f) Unit protection torque down control 3 (Ff)
(g) Select torque reduction control (Fg)
(h) Unit error torque reduction control 2 (Fh)
(i) Torque down control at unit error 3 (Fi)
(j) Unit protection torque down control 4 (Fj)
(k) Unit error torque reduction control 4 (Fk)
(l) Unit protection torque down control 5 (Fl)
(m) Unit protection torque down control 6 (Fm)
(n) Unit protection torque down control 7 (Fn)
(o) Torque reduction control for belt application area (Fo)
(p) Select control request torque down control (Fp)
(q) Unit protection torque down control 8 (Fq)
(r) Unit protection torque down control 9 (Fr)
(s) Unit protection torque down control 10 (Fs)
(t) Idle stop torque reduction control (Ft)
(u) Unit protection torque down control 11 (Fu)
(v) Unit protection torque down control 12 (Fv)
There is a plurality of torque down control by etc. In addition, the inside of () shows the torque down determination flag which discriminate | determines (kinds) the kind of each torque down control.

  In the CVT control unit 8, for example, when the required torque down value is determined by selecting the minimum value from each torque down limit value in the torque down control in (a) to (v) above, the required torque down value and each torque down limit Compare the values. Then, if the required torque down value and the torque down limit value are the same value, a torque down determination flag is set to determine the type of one or more torque down controls outputting the torque down limit value having the same value ((1) Fa = 0 → 1 to Fv = 0 → 1). If the required torque down value and the torque down limit value are the same value but different values, the torque down determination flag for determining the type of torque down control is lowered (Fa = 1 → 0 to Fv = 1 → 0).

  If the torque reduction limit value is equal to or greater than the maximum engine torque value that the engine 1 can output, the required torque reduction value is not compared with the torque reduction limit value, and only the torque reduction limit value less than the maximum engine torque value is required. Compare with the torque down value. In addition, when the torque down determination flag for determining the control type for one or more torque down controls is set, the set torque down determination flag is stored.

[Engine torque down control processing configuration]
FIG. 4 shows the flow of the engine torque reduction control process executed by the CVT control unit 8 of the first embodiment. Hereinafter, each step of FIG. 4 will be described.

  In step S1, for example, in each of the torque down controls listed above in (a) to (v), each torque down limit value is calculated based on the establishment of the torque down control start condition, and the process proceeds to step S2.

  For example, in the case of power-on up-shift torque reduction control, the torque-down limit value for reducing the engine torque to reduce the shift time while reducing the transfer torque below the inertia torque generated by the power-on up shift. calculate. In the case of select torque down control, a torque down limit value for limiting the engine torque is calculated in order to shorten the clutch engagement time by the select operation and to reduce the shock due to engagement.

  In step S2, following calculation of each torque down limit value in step S1, the minimum value of the calculated torque down limit value (the value with the lowest engine torque) is selected, and the selected torque down limit value is requested torque down With the value, the process proceeds to step S3.

  Here, when the calculated torque reduction limit value is one, the calculated torque reduction limit value is directly used as the required torque reduction value. When the calculated torque reduction limit value is plural and there are two or more minimum values of the same value, the minimum value of the same value is taken as the required torque reduction value.

  In step S3, following the determination of the required torque down value by the minimum value selection in step S2, the determined required torque down value is transmitted to the engine control unit 9 via the CAN communication line 13, and the process proceeds to step S4.

  Here, when the required torque down value is input, the engine control unit 9 executes torque down control for limiting the output torque of the engine 1 to the required torque down value, prior to normal engine control.

  In step S4, following the transmission of the required torque down value in step S3, a value less than the maximum engine torque is selected among the torque down limit values calculated in step S1, and the process proceeds to step S5.

  Here, the "maximum engine torque" refers to the maximum engine torque value that can be exhibited by the engine speed at that time. Then, whether the torque reduction limit value calculated in step S1 is one or plural, only values smaller than the maximum engine torque are to be compared with the required torque reduction value in the next step S5.

  In step S5, following the selection of a value less than the maximum engine torque among the torque down limit values in step S4, the required torque down value and the selected torque down limit value are compared, and the required torque down value and the torque down limit value It is determined whether is the same value. If YES (required torque down value = torque down limit value), the process proceeds to step S6, and if NO (required torque down value / torque down limit value), the process proceeds to step S8.

  Here, when the selected torque down limit value is plural, each of the plurality of torque down limit values is compared with the required torque down value.

  In step S6, following the determination that the required torque down value = torque down limit value in step S5, the type of one or more torque down controls outputting the torque down limit value of the same value is determined. The torque down determination flag is set, and the process proceeds to step S7.

  Here, the “torque down determination flag” refers to a flag that determines the type of torque down control that is directly involved in engine torque down control based on the required torque down value. That is, in each torque down control, it is different from the “torque down operation flag” that represents the region in which the torque down limit value less than the maximum engine torque is calculated. Further, in the case of the torque down limit value where the torque down determination flag is already set, as long as the required torque down value = torque down limit value is maintained, the torque down determination flag is kept set.

  In step S7, following the processing of setting the torque down determination flag in step S6, the standing torque down determination flag is stored, and the process proceeds to return.

  Here, “storage of torque down determination flag” is not stored in freeze frame data (FFD) or the like for recording failure history, but the torque down determination flag is stored together with the date and time in the storage unit of the CVT control unit 8 . That is, recording on the FFD or the like is unnecessary.

  In step S8, following to the determination that the required torque down value / the torque down limit value in step S5 is, for the torque down control outputting a torque down limit value of a different value, a torque down determination flag is set. Instead, go to return.

  Here, in the case of the torque down limit value in which the torque down determination flag is already set, the transition from the required torque down value = torque down limit value to the required torque down value / the torque down limit value results in the torque down determination flag being set. Will be dropped.

  Next, the operation of the first embodiment will be described by being divided into “engine torque down control processing operation” and “contrast operation of engine torque down control”.

[Engine torque down control processing action]
The engine torque down control processing operation will be described based on the flowchart of FIG.

  After the ignition switch is turned on, when the torque down limit value is calculated, in the flowchart of FIG. 4, the process proceeds from step S1 to step S2 to step S3. In step S2, the minimum value of the torque down limit value calculated in step S1 is selected, and the selected torque down limit value is set as the required torque down value. In step S3, the determined required torque down value is transmitted to the engine control unit 9 via the CAN communication line 13. Therefore, in the engine control unit 9 which inputs the required torque down value, the torque down control for limiting the output torque of the engine 1 at that time to the required torque down value is executed.

  When the process proceeds from step S3 to step S4, in step S4, a value less than the maximum engine torque is selected among the torque down limit values calculated in step S1. In step S5, the torque reduction limit value is compared with only the value less than the maximum engine torque among the torque reduction limit values, and the required torque reduction value is compared with the torque reduction limit value. It is judged whether or not.

  When the torque reduction limit value to be compared is the same value as the required torque reduction value, the process proceeds from step S6 → step S7 → return. In step S6, a torque down determination flag is set to determine the type of one or more torque down controls outputting the same value of torque down limit value. Then, in the case of the torque down limit value where the torque down determination flag is already set, as long as the required torque down value = torque down limit value is maintained, the torque down determination flag is kept set. In step S7, a standing torque down determination flag is stored.

  On the other hand, if the torque down limit value to be compared is a value different from the required torque down value, the process proceeds from step S8 to return. In step S8, the torque down determination flag is not set for the torque down control in which torque down limit values having different values are output. Also, in the case of the torque down limit value in which the torque down determination flag is already set, the transition from the required torque down value = torque down limit value to the required torque down value ≠ the torque down limit value results in Be taken down. When the torque down determination flag is lowered, the flag storage operation is also stopped.

[Contrast action of engine torque down control]
When the torque down limit value less than the maximum engine torque is calculated, the torque down operation flag is set, and the flag remains set as long as the torque down limit value is calculated. Then, engine torque down control for lowering the torque down operation flag when the torque down limit value becomes equal to or more than the maximum engine torque is taken as a comparative example.

  FIG. 5 shows the torque down operation flag setting region, torque down limit value 1, 2, 3, required torque down value ReqTRQ, and engine torque TengCAN when three torque down operation flags 1, 2 and 3 stand in the comparative example. Show the characteristics. Hereinafter, the engine torque down control action in the comparative example will be described based on FIG.

  When the torque reduction limit value 1 becomes less than the maximum engine torque at time t3, the torque reduction operation flag 1 is set. When the torque down operation flag 1 is set, the torque down operation flag 1 is kept set since the torque down limit value 1 is less than the maximum engine torque after time t6.

  When the torque reduction limit value 2 becomes less than the maximum engine torque at time t2, the torque reduction operation flag 2 is set. When the torque down operation flag 2 is set, the torque down operation flag 2 is kept set since the torque down limit value 2 is smaller than the maximum engine torque after time t6.

  When the torque reduction limit value 3 becomes less than the maximum engine torque at time t1, the torque reduction operation flag 3 is set. When the torque down operation flag 3 is set, the torque down operation flag 3 is kept set while the torque down limit value 3 is less than the maximum engine torque. Then, at time t6 when the torque reduction limit value 3 becomes equal to or greater than the maximum engine torque, the torque reduction operation flag 3 is lowered.

  On the other hand, from time t1 to time t3, torque reduction limit value 2 is selected as the required torque reduction value. From time t3 to time t4, torque reduction limit value 1 is selected as the required torque reduction value. From time t4 to time t5, the torque reduction limit value 3 is selected as the required torque reduction value. After time t5, the torque reduction limit value 2 is selected as the required torque reduction value.

  Therefore, in the comparative example, the torque down operation flag 2 and the torque down operation flag 3 overlap each other from time t2 to time t3. From time t3 to time t6, the torque down operation flag 1, the torque down operation flag 2, and the torque down operation flag 3 overlap each other. After time t6, the torque down operation flag 1 and the torque down operation flag 2 overlap each other.

  Therefore, there is no correspondence between the torque reduction limit values 1, 2, 3 and the required torque reduction value, and it is not possible to determine which torque reduction control is limiting the engine torque after time t2. As a result, when an acceleration failure or a start failure occurs, it takes a long time to analyze which torque down control is the cause.

  Focusing on this point, the first embodiment of the present invention was made with the aim of improving the analysis speed of the cause of the acceleration failure and the start failure detected in the experiment. Hereinafter, the engine torque down control action of the first embodiment when the torque down limit values 1, 2, 3 and the required torque down value are the same as those of the comparative example will be described based on FIG.

  When the torque reduction limit value 1 becomes smaller than the maximum engine torque at time t2 and is selected as the required torque reduction value, the torque reduction determination flag 1 is set. While the torque reduction limit value 1 is less than the maximum engine torque and is selected as the required torque reduction value, the torque reduction determination flag 1 is kept set. Then, at time t3 when the selection of the required torque down value shifts from the torque down limit value 1 to the torque down limit value 3, the torque down determination flag 1 is lowered.

  When the torque reduction limit value 2 is less than the maximum engine torque at time t4 and is selected as the required torque reduction value, the torque reduction determination flag 2 is set. After the torque down determination flag 2 is set, the torque down limit value 2 is smaller than the maximum engine torque after time t4 and is selected as the required torque down value, so the torque down determination flag 2 is set up. It will be left.

  When the torque reduction limit value 3 becomes smaller than the maximum engine torque at time t1 and is selected as the required torque reduction value, the torque reduction determination flag 3 is set. After the torque down determination flag 3 is set, at time t2 when the selection of the required torque down value shifts from the torque down limit value 3 to the torque down limit value 1, the torque down determination flag 3 is turned off. Then, at time t3 when the selection of the required torque down value shifts from the torque down limit value 1 to the torque down limit value 3, the torque down determination flag 3 is raised again. After the torque down determination flag 3 is raised again, at time t4 when the selection of the required torque down value shifts from the torque down limit value 3 to the torque down limit value 2, the torque down determination flag 3 is lowered again.

  On the other hand, from time t1 to time t2, torque reduction limit value 3 is selected as the required torque reduction value. From time t2 to time t3, torque reduction limit value 1 is selected as the required torque reduction value. From time t3 to time t4, torque reduction limit value 3 is selected as the required torque reduction value. After time t4, torque reduction limit value 2 is selected as the required torque reduction value.

  Therefore, in the first embodiment, only the torque down determination flag 3 is set from time t1 to time t2. Only the torque down determination flag 1 is set from time t2 to time t3. Only the torque down determination flag 3 is set from time t3 to time t4. After time t4, only the torque down determination flag 2 is set.

  Therefore, the torque down limit values 1, 2, 3 and the required torque down value are in a corresponding relationship, and it is up to which torque down control is used to limit the engine torque if it is the time after time t1. It can be determined by the type of the torque down determination flag. As a result, when problems such as acceleration failure and start failure occur, when it is going to analyze which torque down control is the cause, it is only necessary to consider the stored torque down determination flag. It is possible to analyze speedily.

  As described above, in the control device of the belt-type continuously variable transmission CVT according to the first embodiment, the following effects can be obtained.

(1) A control device for an automatic transmission in which an automatic transmission (belt type continuously variable transmission CVT) is mounted between a drive source for driving (engine 1) and driving wheels 6, a shift controller (CVT control unit 8) And a traveling drive source controller (engine control unit 9).
When the shift controller (CVT control unit 8) performs cooperative control with a traveling drive source (engine 1) in an automatic transmission (belt type continuously variable transmission CVT), the torque reduction limit value of the traveling drive source Is calculated, the torque reduction limit value by selecting the minimum value is set as the required torque reduction value.
When the traveling drive source controller (engine control unit 9) receives the required torque down value by transmission from the shift controller (CVT control unit 8), the traveling drive source (engine 1) uses the required torque down value as the torque limit value. Execute the torque down control of
The shift controller (CVT control unit 8) compares the required torque down value with each torque down limit value, and outputs the same value as the torque down limit value if the required torque down value and the torque down limit value are the same value. A torque down determination flag is set to determine the type of torque down control.
Therefore, when a plurality of torque down controls are simultaneously occurring, it is possible to easily identify the problematic torque down controls.

(2) The shift controller (CVT control unit 8) does not compare the torque reduction limit value with the required torque reduction value when the torque reduction limit value is greater than or equal to the maximum torque value that can be output by the traveling drive source (engine 1).
Therefore, engine torque down control can be simplified in which a torque down determination flag is set by comparing the required torque down value with each torque down limit value. That is, when the torque reduction limit value is equal to or greater than the maximum torque value and the travel drive source (engine 1) is not limited, the required torque reduction value is not compared with the torque reduction limit value. It is because it does not set a flag.

(3) The transmission controller (CVT control unit 8) stores the set torque down determination flag when the torque down determination flag for determining the type of torque down control is set.
For this reason, when problems such as acceleration failure and start failure occur, when it is going to analyze which torque down control is the cause, it is only necessary to consider the stored torque down determination flag. It is possible to analyze speedily.

  The control device for the automatic transmission according to the present invention has been described above based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and changes or additions in design may be made without departing from the scope of the invention as claimed in the claims.

  In the first embodiment, as the CVT control unit 8, when the torque down limit value is equal to or more than the maximum engine torque value that the engine 1 can output, the comparison with the required torque down value is not performed. However, the CVT control unit may be compared with the required torque reduction value regardless of the magnitude of the torque reduction limit value.

  In the first embodiment, when the torque down determination flag for determining the type of torque down control is set as the CVT control unit 8, an example is shown in which the established torque down determination flag is stored. However, the CVT control unit not only stores the established torque down determination flag but also adds a function of displaying the torque down determination flag simultaneously with storage and a function of displaying the stored torque down determination flag by a specific operation. It may be an example. In addition, even if there is no function to store, by taking out a signal from the outside while performing control, etc., even if multiple torque down controls are occurring simultaneously, it is easy to solve the problem. Certain torque down control can be identified.

  The first embodiment shows an example in which the control device of the present invention is applied to an engine car equipped with a belt type continuously variable transmission configured of a torque converter, a forward / reverse switching mechanism, a variator, and a final reduction gear. However, the control device of the present invention can also be applied to a vehicle equipped with an automatic transmission called step AT or a vehicle equipped with a belt type continuously variable transmission with an auxiliary transmission. Furthermore, the vehicle is not limited to the engine car, and may be applied to a hybrid car equipped with an engine and a motor as a drive source for traveling, an electric car equipped with a motor as a drive source for traveling, a fuel cell vehicle, and the like.

CVT belt type continuously variable transmission (automatic transmission)
1 Engine (drive source for traveling)
2 Torque converter 3 Forward / reverse switching mechanism 4 Variator 5 Final deceleration mechanism 6 Drive wheels 8 CVT control unit (transmission controller)
9 Engine Control Unit (Drive Source Controller for Traveling)
13 CAN communication line

Claims (3)

In a control device for an automatic transmission in which an automatic transmission is mounted between a driving source for driving and driving wheels,
When performing cooperative control with the traveling drive source in the automatic transmission, when a plurality of torque down limit values of the traveling drive source are calculated, the torque down limit value by the minimum value selection is requested torque down value And a shift controller,
And a traveling drive source controller that executes torque reduction control of the traveling drive source with the required torque reduction value as a torque limit value when the required torque reduction value is input by transmission from the shift controller.
The shift controller compares the required torque down value with each torque down limit value, and outputs the same value as the torque down limit value when the required torque down value and the torque down limit value are the same value. A control device for an automatic transmission characterized by setting a torque down determination flag for determining a type of control. In the control device for an automatic transmission according to claim 1,
The control device for an automatic transmission according to the present invention, wherein the shift controller does not compare the required torque reduction value with the required torque reduction value when the torque reduction limit value is equal to or greater than a maximum torque value that can be output by the traveling drive source. . In the control device for an automatic transmission according to claim 1 or 2,
The control device for an automatic transmission, wherein the shift controller stores a torque down determination flag that has been set, when the torque down determination flag that determines the type of torque down control is set.