JP2019168015A - Control device of vehicle - Google Patents

Abstract

To perform hard protection of a synchronization mechanism by properly estimating input torque to the synchronization mechanism.SOLUTION: A control device of a vehicle comprises: a power transmission device in which a continuously variable transmission and a gear mechanism are arranged in parallel with each other between an engine and drive wheels; a synchronization mechanism arranged at a power transmission path via the gear mechanism; a hydraulic input-side clutch arranged on an input side of the synchronization mechanism on the power transmission path; and a linear solenoid valve for controlling the input-side clutch. When it is determined that there is no solenoid indication to a linear solenoid valve (Step S101: Yes), it is determined that input torque to the synchronization mechanism is small (Step S104) when a prescribed time elapses after the complete explosion of an engine (Step S102: Yes), or the drum rotation number being an output-side element of the input-side clutch is equal to or smaller than a prescribed value (Step S103: Yes).SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle control device.

  In Patent Document 1, in a vehicle control device including a power transmission device in which a continuously variable transmission and a gear mechanism are arranged in parallel between an engine and a drive wheel, the synchronization is completed before the release of the synchronization mechanism is completed. It is disclosed that when there is a mechanism engagement request, the synchronization control of the synchronization mechanism is started on the condition that the completion of the release of the synchronization mechanism is detected based on a signal from the stroke sensor.

JP 2017-096386 A

  By the way, the synchro mechanism has a hard characteristic that the engagement state and the release state cannot be switched when the transmission torque from the input side clutch is large. Therefore, when switching between the engaged state and the released state of the synchro mechanism, it is necessary to consider the transmission torque from the input side clutch (input torque to the synchro mechanism).

  The configuration described in Patent Document 1 does not include a configuration for directly detecting the transmission torque from the input side clutch. Therefore, a method is conceivable in which it is determined that the input torque to the synchro mechanism is small when a state where the solenoid instruction to the linear solenoid that controls the input side clutch is equal to or less than a predetermined value has passed for a predetermined time. However, even if there is no solenoid instruction, the input side clutch transmits torque when the engagement force is generated by the centrifugal hydraulic pressure in the clutch oil chamber. Therefore, even if the solenoid instruction is less than a predetermined value, the actual transmission torque is In some cases, the magnitude may affect the switching operation between the engaged state and the released state. For this reason, if the engagement control of the synchro mechanism is started based on only the solenoid instruction without considering the input torque to the synchro mechanism, the hardware durability of the synchro mechanism may be adversely affected.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle control device that can achieve hardware protection of the synchro mechanism by appropriately estimating the input torque to the synchro mechanism. To do.

  The present invention relates to a power transmission device in which a continuously variable transmission and a gear mechanism are arranged in parallel between an engine and a drive wheel, a synchro mechanism arranged in a power transmission path via the gear mechanism, A control apparatus for a vehicle comprising a hydraulic input side clutch disposed on the input side of a synchronization mechanism on a path and a linear solenoid valve for controlling the input side clutch, wherein a solenoid instruction to the linear solenoid valve is provided. If it is determined that there is not, the input torque to the synchro mechanism is determined to be small when a predetermined time has elapsed after the engine complete explosion, or when the rotational speed of the output side element of the input side clutch is less than or equal to a predetermined value Torque estimation means is provided.

  In the present invention, it is possible to determine that the centrifugal hydraulic pressure in the clutch oil chamber is canceled by the function of the canceller chamber in the input side clutch when a predetermined time has elapsed after the complete explosion of the engine. Further, when the rotational speed of the output side element of the input side clutch is equal to or less than a predetermined value, it can be determined that no centrifugal hydraulic pressure is generated in the clutch oil chamber. In addition to the absence of a solenoid instruction for the input side clutch, when the predetermined time has elapsed after the engine is completely exploded, or when the rotational speed of the output side element of the input side clutch is equal to or lower than the predetermined value, the input side clutch It is determined that the transmission torque from is small. Thereby, the input torque to the synchro mechanism can be appropriately estimated, and the synchro mechanism can be prevented from being damaged by the transmission torque from the input side clutch during the engaging operation of the synchro mechanism.

Drawing 1 is a figure showing typically the schematic structure of the power transmission device of an embodiment. FIG. 2 is a skeleton diagram schematically showing the vehicle of the embodiment. FIG. 3 is a flowchart showing an estimation flow of input torque to the synchronization mechanism. FIG. 4 is a flowchart showing a flow of determining whether or not synchro engagement transient control is possible in the synchro release state. FIG. 5 is a flowchart showing a flow for determining whether or not sync release control is possible in the synchro engagement state. FIG. 6 is a flowchart showing a flow for determining whether or not abnormality determination can be performed.

  Hereinafter, a vehicle control apparatus according to an embodiment of the present invention will be specifically described with reference to the drawings. Note that the present invention is not limited to the embodiments described below.

  Drawing 1 is a figure showing typically the schematic structure of power transmission device 1 of an embodiment. The power transmission device 1 is configured such that an engine torque Te from a power source is transmitted to the output shaft side via a torque converter (T / C) or a lockup clutch (L / U) and is output as an output shaft torque To. Has been. The power transmission device 1 has a power transmission path in which a continuously variable transmission (CVT) and a gear mechanism are arranged in parallel between the engine and the drive wheels. A synchro mechanism S1 is arranged in the power transmission path via the gear mechanism. As indicated by a broken line in FIG. 1, a forward clutch C1 and a reverse brake B1 are disposed on the input side of the synchronization mechanism S1. Torque is transmitted to the synchro mechanism S1 when the forward clutch C1 is engaged. In the forward clutch C1, which is an input side clutch, the input side element and the output side element are both rotating elements. A belt traveling clutch C2 is disposed in the power transmission path via the continuously variable transmission.

  FIG. 2 is a skeleton diagram schematically illustrating the vehicle Ve according to the embodiment. The power transmission device 1 mounted on the vehicle Ve transmits power from the engine 2 that is a power source toward the drive wheels 7L and 7R. The power transmission device 1 includes a torque converter 3, a forward / reverse switching device 4, a belt-type continuously variable transmission 5, a gear mechanism 6, an output shaft 8, a differential device 9, and the like.

  The power transmission device 1 is provided with a first power transmission path that transmits power by meshing gears and a second power transmission path that transmits power by the belt-type continuously variable transmission 5 in parallel. Specifically, in the first power transmission path, the engine torque Te output from the engine 2 is input to the turbine shaft 31 via the torque converter 3, and this torque is transmitted from the turbine shaft 31 to the forward / reverse switching device 4 and the gear mechanism. 6 is transmitted to the output shaft 8 via 6. On the other hand, in the second power transmission path, torque input to the turbine shaft 31 is transmitted to the output shaft 8 via the belt type continuously variable transmission 5. The power transmission path is switched between the first power transmission path and the second power transmission path in accordance with the traveling state of the vehicle Ve.

  The torque converter 3 includes a pump impeller 32 connected to the crankshaft of the engine 2 and a turbine impeller 33 connected to the forward / reverse switching device 4 via the turbine shaft 31. A lockup clutch 34 is provided between the pump impeller 32 and the turbine impeller 33. When the lockup clutch 34 is completely engaged, the pump impeller 32 and the turbine impeller 33 rotate integrally.

  The forward / reverse switching device 4 includes a forward clutch C1, a reverse brake B1, and a double pinion type planetary gear device 41. The carrier 42 of the planetary gear unit 41 is integrally connected to the turbine shaft 31 and the input shaft 51 of the belt type continuously variable transmission 5. The ring gear 43 is selectively connected to the housing 11 via the reverse brake B1. The sun gear 44 is connected to the small diameter gear 61. The sun gear 44 and the carrier 42 are selectively connected via the forward clutch C1. The forward clutch C1 and the reverse brake B1 are hydraulic engagement devices that are frictionally engaged by a hydraulic actuator.

  The gear mechanism 6 includes a small-diameter gear 61 and a large-diameter gear 63 that meshes with the small-diameter gear 61 and is provided on the first counter shaft 62 so as not to rotate relative thereto. An idler gear 64 is provided around the same rotational axis as the first counter shaft 62 so as to be rotatable relative to the first counter shaft 62. Further, a synchromesh mechanism (synchrome mesh mechanism) S1 is provided between the first counter shaft 62 and the idler gear 64 to selectively connect and disconnect them. The synchro mechanism S1 includes a first gear 65 formed on the first counter shaft 62, a second gear 66 formed on the idler gear 64, and spline teeth that can mesh with the first gear 65 and the second gear 66. And a hub sleeve 67 formed. The hub sleeve 67 is engaged with the first gear 65 and the second gear 66 so that the first counter shaft 62 and the idler gear 64 are connected.

  The idler gear 64 is meshed with an input gear 68 having a larger diameter than the idler gear 64. The input gear 68 is provided so as not to rotate relative to the output shaft 8 arranged on the rotation axis common to the rotation axis of the secondary pulley 53 of the belt type continuously variable transmission 5. The output shaft 8 is disposed so as to be rotatable around the rotation axis, and the input gear 68 and the output gear 81 are provided so as not to be relatively rotatable. The forward clutch C1 and the synchronization mechanism S1 are engaged together, and the belt traveling clutch C2 is released, so that the torque of the engine 2 is output via the turbine shaft 31, the forward / reverse switching device 4 and the gear mechanism 6. A first power transmission path that is transmitted to the shaft 8 is formed.

  The belt-type continuously variable transmission 5 is provided on a power transmission path between the input shaft 51 and the output shaft 8 connected to the turbine shaft 31, and a primary pulley 52 that is an input side member provided on the input shaft 51. And a secondary pulley 53 that is an output side member, and an endless transmission belt 54 wound around the primary pulley 52 and the secondary pulley 53. Power is transmitted via the frictional force between them. This frictional force is generated by the belt clamping pressure.

  The primary pulley 52 includes a fixed sheave 52a that is fixed to the input shaft 51, a movable sheave 52b that is not rotatable relative to the input shaft 51 and is movable in the axial direction, and a space between them. A primary hydraulic actuator 52c that generates a thrust force to move the movable sheave 52b in order to change the V groove width. The secondary pulley 53 has a fixed sheave 53a, a movable sheave 53b that is not rotatable relative to the fixed sheave 53a and capable of moving in the axial direction, and a V groove width therebetween. A secondary hydraulic actuator 53c that generates a thrust force that moves the movable sheave 53b to be changed is provided. The thrust generated in the secondary pulley 53 is a force (belt clamping pressure) that clamps the transmission belt 54. Then, the V groove width of the primary pulley 52 and the secondary pulley 53 is changed to change the engagement diameter (effective diameter) of the transmission belt 54, so that the transmission gear ratio γ (= input shaft rotational speed / output shaft rotational speed) is continuous. Can be changed.

  A belt traveling clutch C2 is provided between the belt type continuously variable transmission 5 and the output shaft 8 to selectively connect and disconnect between them. The belt travel clutch C2 is a hydraulic engagement device that is frictionally engaged by a hydraulic actuator. When the belt traveling clutch C2 is engaged and the forward clutch C1 is released, the engine torque Te is transmitted to the output shaft 8 via the input shaft 51 and the belt-type continuously variable transmission 5. A power transmission path is formed.

  The output gear 81 is meshed with a large diameter gear 92 fixed to the second counter shaft 91. The second countershaft 91 is provided with a small diameter gear 94 that meshes with the diffring gear 93 of the differential device 9.

The gear mode in which torque is transmitted through the first power transmission path includes a case of traveling forward and a case of traveling backward. During forward traveling in the gear mode, the forward clutch C1 and the synchro mechanism S1 are engaged, and the belt traveling clutch C2 and the reverse brake B1 are released. During reverse travel in the gear mode, the reverse brake B1 and the sync mechanism S1 are engaged, and the forward clutch C1 and the belt travel clutch C2 are released. Further, during belt mode traveling in which torque is transmitted through the second power transmission path, the belt traveling clutch C2 is engaged, and the forward clutch C1, the reverse brake B1, and the synchronization mechanism S1 are released. Further, the gear ratio of the gear mechanism 6 is set to a gear ratio larger than the maximum gear ratio γ _max of the belt type continuously variable transmission 5. Therefore, the gear ratio of the belt-type continuously variable transmission 5 is controlled to the maximum gear ratio γ _max that is the lowest gear ratio during gear mode travel (during forward travel and reverse travel). Further, during the neutral coasting, the forward clutch C1, the reverse brake B1, and the belt traveling clutch C2 are released. Further, the vehicle Ve is provided with a shift lever 10 that allows the driver to select and operate a travel range (shift position) such as a forward range (D range), a reverse range (R range), and a neutral range (N range). Yes.

  An electronic control unit (hereinafter referred to as “ECU”) 100 is a control unit that includes a CPU that performs arithmetic processing, a ROM that stores processing programs, a RAM that temporarily stores data, and the like, and controls the vehicle Ve. For example, the ECU 100 performs control of the hydraulic control device 20 and the like according to the travel range selected by the shift lever 10. Specifically, when controlling the hydraulic control device 20, the ECU 100 performs control for switching the travel mode, control of the belt-type continuously variable transmission 5, and the like. The ECU 100 includes control means for performing synchro control for controlling the state of the synchro mechanism S1.

  The hydraulic control device 20 includes a plurality of linear solenoid valves that are individually excited, de-energized, and current controlled by the ECU 100 to adjust the hydraulic pressure according to a hydraulic pressure command signal (solenoid instruction). The linear solenoid valve (SL1) that controls the forward clutch C1 adjusts the modulator pressure to the first engagement pressure in accordance with the solenoid instruction and supplies it to the oil chamber of the forward clutch C1. The linear solenoid valve (SL2) that controls the belt traveling clutch C2 adjusts the modulator pressure to the second engagement pressure in accordance with the solenoid instruction, and supplies it to the oil chamber of the belt traveling clutch C2. The linear solenoid valve (SLG) that controls the synchro mechanism S1 and the reverse brake B1 adjusts the modulator pressure to a predetermined supply hydraulic pressure in accordance with the solenoid instruction and supplies it to the oil chamber of the synchro mechanism S1 and the reverse brake B1. To do. The linear solenoid valve (SLG) is connected to the synchro mechanism S1 and the reverse brake B1 via a switching valve. This switching valve operates mechanically or electrically based on the operation of the shift lever 10 to switch the oil passage. For example, when the shift lever 10 is in the “D” position, the hydraulic pressure supplied from the linear solenoid valve (SLG) is supplied to the synchronization mechanism S1. When the shift lever 10 is in the “R” position, the hydraulic pressure supplied from the linear solenoid valve (SLG) is supplied to the synchro mechanism S1 and the reverse brake B1. When the shift lever 10 is in the “P” or “N” position, the hydraulic pressure supplied from the linear solenoid valve (SLG) is supplied to the synchro mechanism S1.

  In addition, the ECU 100 includes a torque estimation unit that estimates an input torque to the synchronization mechanism S1. In the ECU 100, control for switching the state of the synchro mechanism S1 is performed in consideration of the magnitude of the input torque to the synchro mechanism S1. The synchro mechanism S1 has a hard characteristic that it cannot be released when the input torque is large (it cannot be physically released due to the suction force generated by the back taper). Furthermore, the synchro mechanism S1 has a hard characteristic that it cannot be engaged when the input torque is large because the torque capacity of the rotation synchronization element (cone clutch portion) is small. Therefore, in the present embodiment, the input torque to the synchro mechanism S1 is accurately estimated by executing the input torque estimation flow described below.

  FIG. 3 is a flowchart showing an estimation flow of input torque to the synchronization mechanism S1. The control shown in FIG.

  It is determined whether or not there is a solenoid instruction to the linear solenoid valve that controls the input side clutch of the synchronization mechanism S1 (step S101). In step S101, it is determined whether there is no solenoid instruction to the linear solenoid valve that controls the forward clutch C1, and whether there is no solenoid instruction to the linear solenoid valve that controls the reverse brake B1.

  If a positive determination is made in step S101 because there is no solenoid instruction to the linear solenoid valve that controls the input side clutch of the synchro mechanism S1 (step S101: Yes), has a predetermined time elapsed since the engine complete explosion? It is determined whether or not (step S102). In step S102, it is determined whether or not a predetermined time has elapsed since the engine was started. When a predetermined time elapses after the complete explosion of the engine, it can be determined that the centrifugal hydraulic pressure in the clutch oil chamber is canceled by the function of the canceller chamber for the hydraulic input side clutch. By performing step S102, it is confirmed that the engagement force due to the centrifugal hydraulic pressure is not generated in the input side clutch.

  If a negative determination is made in step S102 because the predetermined time has not elapsed after the engine complete explosion (step S102: No), it is determined whether or not the rotation speed of the clutch drum of the forward clutch C1 is small ( Step S103). As shown in FIG. 2, the clutch drum of the forward clutch C1 is an output side element. In step S103, it is determined whether or not the rotational speed of the clutch drum of the forward clutch C1, that is, the rotational speed of the output side element of the input side clutch is smaller than a predetermined value. Centrifugal hydraulic pressure is generated in the oil chamber (clutch oil chamber) of the forward clutch C1 when the rotational speed of the clutch drum of the forward clutch C1 (the rotational speed of the output side element of the input side clutch) becomes a predetermined value or less. Judge that there is no. By performing step S103, it is confirmed that the engagement force due to the centrifugal hydraulic pressure is not generated in the input side clutch.

  If the determination in step S103 is affirmative due to the small number of revolutions of the clutch drum of the forward clutch C1 (step S103: Yes), or if a predetermined time has elapsed since the complete explosion of the engine, in step S102 If the determination is positive (step S102: Yes), it is determined that the input torque to the synchronization mechanism S1 is small (step S104). When step S104 is performed, since the transmission torque from the input side clutch is small, it is determined that hardware protection of the synchronization mechanism S1 can be achieved during the engagement operation, and the synchronization mechanism S1 can be controlled.

  On the other hand, if a negative determination is made in step S103 due to the large number of revolutions of the clutch drum of the forward clutch C1 (step S103: No), or the linear solenoid valve that controls the input side clutch of the synchronization mechanism S1 is applied. If a negative determination is made in step S101 due to the presence of a solenoid instruction (step S101: No), it is determined that the input torque to the synchro mechanism S1 is large (step S105). When step S105 is performed, it is determined that the dragging torque by the forward clutch C1 is increased, and the control of the synchronization mechanism S1 is disabled.

  In the control shown in FIG. 3 described above, in addition to the absence of a solenoid instruction for the input side clutch, when the predetermined time has elapsed after the engine complete explosion, or the rotation speed of the output side element of the input side clutch is equal to or less than the predetermined value. In this case, it is determined that the transmission torque from the input side clutch is small. Thereby, the input torque to the synchro mechanism S1 can be estimated appropriately.

  Further, the ECU 100 is configured to estimate an input torque to the synchro mechanism S1 and determine whether to perform engagement control and release control of the synchro mechanism S1. An example of the control flow is shown in FIGS.

  FIG. 4 is a flowchart showing a flow of determining whether or not synchro engagement transient control is possible in the synchro release state. The control shown in FIG. 4 is performed by the ECU 100 when the synchro mechanism S1 is in the released state.

  It is determined whether or not there is a solenoid instruction to the linear solenoid valve that controls the input side clutch of the synchronization mechanism S1 during the synchronization release (step S201).

  If the determination in step S201 is affirmative because there is no solenoid instruction to the linear solenoid valve that controls the input side clutch of the synchronization mechanism S1 during synchronization release (step S201: Yes), a predetermined time after the engine complete explosion It is determined whether or not elapses (step S202).

  If it is determined negative in step S202 because the predetermined time has not elapsed after the engine complete explosion during the synchro release (step S202: No), whether or not the rotational speed of the clutch drum of the forward clutch C1 is small. Is determined (step S203).

  If it is determined affirmatively in step S203 because the rotational speed of the clutch drum of the forward clutch C1 is small during sync release (step S203: Yes), or a predetermined time has elapsed after the engine complete explosion during sync release Therefore, if the determination in step S202 is affirmative (step S202: Yes), synchro engagement transient control is permitted (step S204). The synchro engagement transient control is control for shifting the synchro mechanism S1 from the released state to the engaged state. In step S204, it is determined that the input torque to the sync mechanism S1 is small, and the execution of the sync engagement transient control is permitted.

  On the other hand, if the determination is negative in step S203 due to the large number of revolutions of the clutch drum of the forward clutch C1 during sync release (step S203: No), or the input side clutch of the sync mechanism S1 during sync release. If a negative determination is made in step S201 due to the presence of a solenoid instruction to the linear solenoid valve that controls (step S201: No), synchro engagement transient control is prohibited (step S205). In step S205, it is determined that the input torque to the sync mechanism S1 is large, and execution of sync engagement transient control is prohibited.

  As in the control flow shown in FIG. 4 described above, when the synchro mechanism S1 is in the released state, it is determined whether the synchro engagement transient control is permitted or prohibited by appropriately estimating the input torque to the synchro mechanism S1. Can do.

  FIG. 5 is a flowchart showing a flow for determining whether or not sync release control is possible in the synchro engagement state. The control shown in FIG. 5 is performed by the ECU 100 when the synchro mechanism S1 is in the engaged state.

  It is determined whether or not there is a solenoid instruction to the linear solenoid valve that controls the input side clutch of the synchronization mechanism S1 during the synchronization engagement (step S301).

  If the determination in step S301 is affirmative due to the absence of a solenoid instruction to the linear solenoid valve that controls the input side clutch of the synchronization mechanism S1 during the synchronization engagement (step S301: Yes), a predetermined value is set after the engine is completely exploded. It is determined whether or not time has elapsed (step S302).

  If it is determined negative in step S302 because the predetermined time has not elapsed after the engine complete explosion during the synchro engagement (step S302: No), is the clutch drum rotation speed of the forward clutch C1 small? It is determined whether or not (step S303).

  If the determination in step S303 is affirmative due to the small number of revolutions of the clutch drum of the forward clutch C1 during synchro engagement (step S303: Yes), or a predetermined time after the engine complete explosion during synchro engagement If affirmative determination is made in step S302 due to the elapse of time (step S302: Yes), synchronization release control is permitted (step S304). The synchro release control is control for shifting the synchro mechanism S1 from the engaged state to the released state. In step S304, it is determined that the input torque to the sync mechanism S1 is small, and the execution of the sync release control is permitted.

  On the other hand, when the negative determination is made in step S303 due to the large number of rotations of the clutch drum of the forward clutch C1 during the synchro engagement (step S303: No), or the input of the synchro mechanism S1 during the synchro engagement. If a negative determination is made in step S301 due to the solenoid instruction to the linear solenoid valve that controls the side clutch (step S301: No), the sync release control is prohibited (step S305). In step S305, it is determined that the input torque to the sync mechanism S1 is large, and the execution of the sync release control is prohibited.

  As in the control flow shown in FIG. 5 described above, when the synchro mechanism S1 is in the engaged state, whether the synchro release control is permitted or prohibited is determined by appropriately estimating the input torque to the synchro mechanism S1. it can.

  Further, the ECU 100 determines that the state in which the synchro mechanism S1 cannot be engaged despite executing the synchro engagement transient control is abnormal, and releases the synchro mechanism S1 despite executing the synchro release control. It is configured to perform an abnormality determination in which an incapable state is determined to be abnormal. The ECU 100 is configured to estimate the input torque to the synchronization mechanism S1 and determine whether or not to perform abnormality determination control. An example of the control flow is shown in FIG.

  FIG. 6 is a flowchart showing a flow for determining whether or not abnormality determination can be performed. The control shown in FIG.

  It is determined whether or not there is a solenoid instruction to the linear solenoid valve that controls the input side clutch of the synchronization mechanism S1 (step S401).

  If a positive determination is made in step S401 because there is no solenoid instruction to the linear solenoid valve that controls the input side clutch of the synchronization mechanism S1 (step S401: Yes), whether a predetermined time has elapsed since the engine complete explosion It is determined whether or not (step S402).

  If a negative determination is made in step S402 because the predetermined time has not elapsed since the complete explosion of the engine (step S402: No), it is determined whether or not the rotational speed of the clutch drum of the forward clutch C1 is small ( Step S403).

  If the determination in step S403 is affirmative due to the small number of revolutions of the clutch drum of the forward clutch C1 (step S403: Yes), or if a predetermined time has elapsed since the complete explosion of the engine, in step S402. If the determination is positive (step S402: Yes), the abnormality determination is permitted (step S404). In step S404, it is determined that the input torque to the synchronization mechanism S1 is small, it is determined that it is possible to suppress the occurrence of erroneous determination at the time of abnormality determination, and the execution of abnormality determination is permitted.

  Solenoid instruction to the linear solenoid valve that controls the input side clutch of the synchro mechanism S1 when the negative determination is made in step S403 due to the large number of rotations of the clutch drum of the forward clutch C1 (step S403: No) If a negative determination is made in step S401 (step S401: No), abnormality determination is prohibited (step S405). In step S405, it is determined that the input torque to the synchro mechanism S1 is large, it is determined that there is a possibility of erroneous determination due to the large input torque, and the abnormality determination is prohibited.

  Like the control flow shown in FIG. 6 described above, it is possible to determine whether the abnormality determination is permitted or prohibited by appropriately estimating the input torque to the synchronization mechanism S1. Thereby, generation | occurrence | production of the misjudgment resulting from large input torque can be suppressed, and the determination precision of abnormality determination improves.

  As described above, in the embodiment, the centrifugal oil pressure in the clutch oil chamber is canceled by the function of the canceller chamber in the forward clutch C1 that is a hydraulic input side clutch after a lapse of a predetermined time after the complete explosion of the engine. Can be determined. Further, when the rotational speed of the clutch drum of the forward clutch C1 (the rotational speed of the output side element of the input side clutch) becomes a predetermined value or less, centrifugal hydraulic pressure is generated in the oil chamber (clutch oil chamber) of the forward clutch C1. I can judge that I have not done it. In addition to the absence of a solenoid instruction for the input side clutch of the synchro mechanism S1, in addition, when a predetermined time has elapsed after the engine complete explosion, or when the rotational speed of the clutch drum of the forward clutch C1 is equal to or less than a predetermined value. Then, it is determined that the transmission torque from the input side clutch is small for the synchronization mechanism S1. Thereby, since the input torque to the synchro mechanism S1 can be estimated appropriately, it is possible to prevent the synchro mechanism S1 from being damaged by the transmission torque from the input side clutch during the engaging operation of the synchro mechanism S1. As a result, it is possible to realize both hardware protection of the synchronization mechanism S1 and smooth start.

DESCRIPTION OF SYMBOLS 1 Power transmission device 2 Engine 5 Belt type continuously variable transmission 6 Gear mechanism 7L, 7R Drive wheel 10 Shift lever 20 Hydraulic control device 100 Electronic control unit (ECU)
C1 Forward clutch C2 Belt travel clutch B1 Reverse brake S1 Synchro mechanism Ve Vehicle

Claims (1)

A power transmission device in which a continuously variable transmission and a gear mechanism are arranged in parallel between the engine and the drive wheel;
A synchro mechanism disposed in a power transmission path via the gear mechanism;
A hydraulic input side clutch disposed on the input side of the synchro mechanism on the power transmission path;
A linear solenoid valve for controlling the input side clutch, and a vehicle control device comprising:
When it is determined that there is no solenoid instruction to the linear solenoid valve, when a predetermined time has elapsed after the engine complete explosion, or when the rotation speed of the output side element of the input side clutch is a predetermined value or less, A vehicle control device comprising torque estimation means for determining that the input torque to the synchro mechanism is small.

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