JP2019173815A - Vehicular control apparatus - Google Patents

Abstract

To suppress occurrence of open-abnormality of a synchronizing mechanism due to a reduction in line pressure, while performing a control mode to arbitrarily determine solenoid pressure by ignoring a line pressure requirement from a component of a power transmission device.SOLUTION: A vehicular control apparatus includes: a power transmission device in which a belt-type stepless transmission and a gear mechanism are disposed in parallel between an engine and a drive wheel; a synchronizing mechanism disposed in a power transmission path that goes via a gear mechanism; and plural solenoid valves for respectively controlling plural engagement device that includes the synchronizing mechanism. In the apparatus, in the case of performing a control mode to arbitrarily determine solenoid pressure output from a solenoid valve by ignoring a line pressure requirement from a component of the power transmission device, the synchronizing mechanism is released by outputting an instruction to release the synchronizing mechanism when starting the control mode (at a clock time t1).SELECTED DRAWING: Figure 4

Description

  The present invention relates to a vehicle control device.

  Patent Document 1 discloses that in a vehicle including a belt-type continuously variable transmission, a value detected by a hydraulic sensor and a secondary pressure control signal (secondary pressure of a secondary pulley before the delivery from a vehicle factory or before delivery after vehicle repair) It is disclosed that learning of the relationship with the solenoid pressure is performed.

JP 2017-227273 A

  In the configuration described in Patent Document 1, a control mode is performed in which a solenoid pressure is arbitrarily determined while ignoring a line pressure request by a synchro mechanism or the like during learning. However, when the control mode is being executed (learning), if the solenoid pressure lower than the line pressure request of the synchro mechanism is output when the synchro mechanism is in the engaged state, the line pressure decreases and the synchro engagement instruction is output. Nevertheless, the synchro mechanism is released, and an abnormal release of the synchro mechanism is detected.

  The present invention has been made in view of the above circumstances, and is based on a decrease in line pressure during execution of a control mode in which the solenoid pressure is arbitrarily determined ignoring the line pressure request from the components of the power transmission device. It is an object of the present invention to provide a vehicle control device capable of preventing occurrence of a synchro mechanism release abnormality.

  The present invention relates to a power transmission device in which a belt type continuously variable transmission and a gear mechanism are arranged in parallel between an engine and a drive wheel, a synchronization mechanism disposed in a power transmission path via the gear mechanism, and a synchronization In a vehicle control device comprising a plurality of solenoid valves that respectively control a plurality of engagement devices including a mechanism, a solenoid pressure output from the solenoid valve ignoring a line pressure request from a component of the power transmission device In the case of implementing the control mode for arbitrarily determining the sync mode, the synchro mechanism release instruction is output at the start of the control mode to release the synchro mechanism.

  In the present invention, when executing the control mode in which the solenoid pressure is arbitrarily determined by ignoring the line pressure request from the components of the power transmission device, the synchro mechanism is forcibly released at the start of the control mode. As a result, it is possible to prevent the occurrence of synchro release abnormality due to insufficient line pressure during execution of the control mode, so that the abnormality detection due to the fact that the actual state is different from the instruction to the synchro mechanism is eliminated.

FIG. 1 is a skeleton diagram schematically showing the vehicle of the embodiment. FIG. 2 is a functional block diagram for explaining the ECU. FIG. 3 is an explanatory diagram schematically showing the hydraulic control device. FIG. 4 is a time chart illustrating a case where belt clamping pressure learning is 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.

  FIG. 1 is a skeleton diagram schematically showing a 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, torque 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. Via the output shaft 8. 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. Further, the gear ratio γ of the belt-type continuously variable transmission 5 can be continuously changed by changing the V groove width of the primary pulley 52 and the secondary pulley 53 and changing the engagement diameter (effective diameter) of the transmission belt 54. It has become.

  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 includes a fixed sheave 53a that is fixed to the secondary shaft 55, a movable sheave 53b that is not rotatable relative to the axis of the secondary shaft 55 and that can move in the axial direction, and a space between them. A secondary hydraulic actuator 53c that generates a thrust for moving the movable sheave 53b in order to change the V-groove width. The thrust generated in the secondary pulley 53 is a force (belt clamping pressure) that clamps the transmission belt 54.

  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 torque of the engine 2 is transmitted to the output shaft 8 via the input shaft 51 and the belt-type continuously variable transmission 5. Two power transmission paths are 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. In the belt mode in which torque is transmitted through the second power transmission path, the belt travel clutch C2 is engaged, and the forward clutch C1, the reverse brake B1, and the synchro mechanism S1 are released. The gear ratio of the gear mechanism 6 is set to a gear ratio larger than the maximum gear ratio γmax of the belt type continuously variable transmission 5. Therefore, during traveling in the gear mode, the transmission gear ratio γ of the belt type continuously variable transmission 5 is controlled to the maximum transmission gear ratio γmax that is the lowest gear ratio. During the neutral coasting, the forward clutch C1, the reverse brake B1, and the belt travel 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 such as a forward range (D range), a reverse range (R range), and a neutral range (N range).

  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 controls the hydraulic control device 200 and the like according to the travel range. When the hydraulic pressure control device 200 is controlled, the ECU 100 performs a traveling mode switching control, a gear ratio control of the belt-type continuously variable transmission 5, a belt clamping pressure control, and the like.

  FIG. 2 is a functional block diagram for explaining the ECU 100. The ECU 100 is mainly composed of a microcomputer, performs an operation using input data and data stored in advance, and outputs the operation result as a command signal.

  The ECU 100 receives signals from various sensors 301 to 308. The engine speed sensor 301 detects the engine speed Ne. The input shaft rotational speed sensor 302 detects an input shaft rotational speed Nin that is the rotational speed of the input shaft 51. Since the input shaft 51 rotates integrally with the turbine shaft 31, the input shaft rotational speed sensor 302 detects the turbine rotational speed that is the rotational speed of the turbine shaft 31. The turbine speed matches the input shaft speed Nin. Secondary rotational speed sensor 303 detects secondary shaft rotational speed Nsec, which is the rotational speed of secondary shaft 55. The ECU 100 can calculate the speed ratio γ (= Nin / Nsec) of the belt-type continuously variable transmission 5 by dividing the input shaft speed Nin by the secondary shaft speed Nsec. The output shaft rotational speed sensor 304 detects an output shaft rotational speed Nout that is the rotational speed of the output shaft 8. The accelerator opening sensor 305 detects an operation amount (accelerator opening) of an accelerator pedal (not shown). The shift position sensor 306 detects the position of the shift lever 10. The sync stroke sensor 307 detects the stroke amount of the sync mechanism S1 (stroke amount of the hydraulic actuator for displacing the axial position of the hub sleeve 67). The stroke amount of the synchronization mechanism S1 may be the axial position of the shift fork of the synchronization mechanism S1. The hydraulic sensor 308 detects the secondary pressure Pout of the secondary pulley 53.

  The ECU 100 outputs a command signal to the engine 2 to control the fuel supply amount, intake air amount, fuel injection, ignition timing, and the like. Further, the ECU 100 outputs a command signal to the hydraulic control device 200 in accordance with the travel range selected by the shift lever 10 to control the shift of the belt-type continuously variable transmission 5 and the engagement devices C1, C2, B1. , And the control of switching the running mode by controlling the operation of S1. The hydraulic control device 200 supplies hydraulic pressure to the hydraulic actuators 52c and 53c of the belt type continuously variable transmission 5 and the hydraulic actuators of the engagement devices C1, C2, B1, and S1.

  FIG. 3 is a diagram for explaining the hydraulic control device 200. The hydraulic control device 200 includes a plurality of solenoid valves SLP, SLS, SL1, SL2, and SLG driven by a command signal output from the ECU 100, a primary pressure control valve 201, a secondary pressure control valve 202, and a C1 pressure. A control valve 203 and a synchro control valve 204 are provided.

  The solenoid valve SLP outputs a solenoid pressure (SLP pressure) Pslp and controls the primary pressure Pin supplied to the primary pulley 52. The solenoid valve SLS outputs a solenoid pressure (SLS pressure) Psls and controls the secondary pressure Pout supplied to the secondary pulley 53. The solenoid valve SLS is a solenoid valve that exhibits a belt clamping pressure adjusting function for adjusting the belt clamping pressure of the belt type continuously variable transmission 5. The solenoid valve SL1 outputs a solenoid pressure (SL1 pressure) Psl1, and controls an engagement pressure (C1 pressure) Pc1 supplied to the forward clutch C1. The solenoid valve SL2 outputs a solenoid pressure (SL2 pressure) Psl2, and controls an engagement pressure (C2 pressure) Pc2 supplied to the belt travel clutch C2. In the hydraulic control device 200 shown in FIG. 3, the solenoid pressure Psl2 output from the solenoid valve SL2 is directly supplied to the belt travel clutch C2 as the engagement pressure Pc2. The solenoid valve SLG outputs a solenoid pressure (SLG pressure) Pslg, and controls a synchronization control pressure Ps1 supplied to a hydraulic actuator that operates the synchronization mechanism S1. This solenoid valve SLG is a solenoid valve that exhibits a synchro stroke adjusting function for adjusting the stroke amount of the synchro mechanism S1.

  The primary pressure control valve 201 is configured to receive the solenoid pressure Pslp output from the solenoid valve SLP, and adjusts the primary pressure Pin by being operated based on the solenoid pressure Pslp. The secondary pressure control valve 202 is configured to receive the solenoid pressure Psls output from the solenoid valve SLS, and adjusts the secondary pressure Pout by being operated based on the solenoid pressure Psls. The C1 pressure control valve 203 switches between connection and disconnection of an oil passage that supplies the forward pressure clutch C1 with the solenoid pressure Psl1 output from the solenoid valve SL1 as the engagement pressure Pc1. The C1 pressure control valve 203 functions as a fail-safe valve that avoids simultaneous engagement of the forward clutch C1 and the belt travel clutch C2 by blocking the oil passage that supplies the engagement pressure Pc1 to the forward clutch C1. To do. The sync control valve 204 is configured to receive the solenoid pressure Pslg output from the solenoid valve SLG, and is operated based on the solenoid pressure Pslg to adjust the sync control pressure Ps1.

  In addition, a hydraulic pressure sensor 308 is provided in an oil passage that connects the secondary pressure control valve 202 and the secondary pulley 53. A secondary pressure Pout supplied to the secondary pulley 53 is detected by a hydraulic pressure sensor 308. In the vehicle Ve including the belt-type continuously variable transmission 5, the detection by the hydraulic sensor 308 that detects the secondary pressure Pout supplied to the secondary pulley 53 before shipment from the vehicle factory, before delivery after vehicle repair, or the like. The ECU 100 learns the relationship between the value and the indicated pressure of the secondary pressure Pout (that is, the secondary pressure control signal to the secondary pressure control valve 202).

  Returning to FIG. The ECU 100 includes a learning control unit 101 that performs learning control and a sync control unit 102 that controls the sync mechanism S1.

  The learning control unit 101 is a control unit related to learning (belt clamping pressure learning) of the hydraulic sensor 308 that measures the secondary pressure Pout supplied to the secondary pulley 53. Specifically, the learning control unit 101 determines the detected value of the hydraulic sensor 308 and the secondary pressure control signal (indicated pressure) for the secondary pressure Pout of the secondary pulley 53 before delivery from the vehicle factory or before delivery after vehicle repair. The control mode for learning the relationship (belt clamping pressure learning) is implemented.

  The synchronization control unit 102 performs control to forcibly release the synchronization mechanism S1 during belt clamping pressure learning. Specifically, at the start of learning, the sync control unit 102 outputs a sync release command, and switches the sync output state from ON (= engaged) to OFF (= release). In the belt clamping pressure learning, there is a minimum pressure learning phase in which the required pressure is instructed to 0 MPa for both the primary pressure Pin and the secondary pressure Pout ignoring the line pressure request (shown in FIG. 4). In the minimum pressure learning period, the line pressure falls below the line pressure requirement of the sync mechanism S1, but in this embodiment, the sync release instruction is issued immediately after the start of the belt clamping pressure learning, and the sync engagement instruction is issued during learning. No sync release error is detected.

  In this manner, the ECU 100 outputs a release instruction for the synchro mechanism S1 and forcibly releases the synchro mechanism S1 at the start of a control mode in which the solenoid pressure is arbitrarily moved while ignoring the line pressure request from the synchro machine S1 or the like. . As a result, the synchro engagement instruction is not issued during the control mode (during belt clamping pressure learning), and the belt clamping pressure can be learned with the synchronization mechanism S1 released. The ECU 100 ignores the line pressure request from the components of the power transmission device 1 and outputs a solenoid pressure lower than the line pressure request when executing the control mode, not only the line pressure request from the synchro mechanism S1. be able to.

  FIG. 4 is a time chart illustrating a case where belt clamping pressure learning is performed. As shown in FIG. 4, when the ECU 100 receives a flag signal requesting the start of learning control (belt clamping pressure learning) of the hydraulic sensor 308, the learning control unit 101 starts learning of the hydraulic sensor 308 (time t1). . In this embodiment, at the start of belt clamping pressure learning (time t1), the sync control unit 102 issues a sync release instruction, and the sync output state is switched from ON (= engaged) to OFF (= release). Immediately after the start of learning, the sensor value of the synchro stroke sensor 307 (the detected value of the stroke amount of the synchro mechanism S1) changes from the sensor value indicating the engagement position to the sensor value indicating the release position.

  Then, after the learning of the belt clamping pressure is started, a transition is made to a minimum pressure learning phase by the hydraulic sensor 308 (time t2). The minimum pressure learning is a hydraulic pressure corresponding to a state where the hydraulic pressure supplied to the secondary hydraulic actuator 53c of the secondary pulley 53 is low, that is, the minimum hydraulic pressure within the control range of the secondary pressure Pout that can maintain the speed ratio γ at the maximum speed ratio γmax. This is learning of the relationship between the detection value of the sensor 308 and the secondary pressure control signal to the secondary pressure control valve 202.

  As described above, the synchronization mechanism S1 is forcibly released at the start of learning. As a result, the minimum pressure learning is performed with the synchronization mechanism S1 released. For this reason, in the embodiment, it is possible to prevent detection of a release abnormality of the synchro mechanism S1 when a solenoid pressure lower than the line pressure request of the synchro mechanism S1 is output at the time of learning the minimum pressure. On the other hand, as shown by the broken line in FIG. 4, in the conventional configuration, although the synchro output state is ON (= engaged) and the minimum pressure learning is performed, the synchro stroke sensor value changes from the engaged position to the released position at time t2. To do. That is, in the conventional configuration, although the synchro engagement instruction is issued, the synchro mechanism S1 is released due to the decrease in the line pressure, and the synchro release abnormality is detected.

  At time t1, the learning control unit 101 uses the hydraulic control device 200 to set the hydraulic pressure of the primary pulley 52 to a low hydraulic pressure that is set in advance so that the transmission belt 54 and the primary pulley 52 maintain an appropriate frictional force. Set to. In this case, the ECU 100 maintains the engine speed Ne at an idle speed Nei of, for example, about 800 rpm in the minimum pressure learning period, and a medium speed rotation of, for example, about 2000 rpm in order to ensure an oil amount balance in the subsequent intermediate pressure learning period. A command signal is output to the engine 2 so as to maintain the above. In addition, the learning control unit 101 temporarily increases the command pressure of the secondary pressure Pout to the secondary pulley 53 between time t1 and time t2, and then returns to the preset command pressure at the time of learning the minimum pressure. Decrease. When the ECU 100 determines a change in the transmission gear ratio γ (a decrease from the maximum transmission gear ratio γmax), the detected value of the hydraulic pressure sensor 308 is determined as the lowest hydraulic pressure that can maintain the maximum transmission gear ratio γmax. . Further, the ECU 100 stores the detected value of the hydraulic pressure sensor 308 at the lowest hydraulic pressure determined to be able to maintain the maximum gear ratio γmax in the storage unit together with the command pressure during the minimum pressure learning period (time t2 to t3). Note that the description after the time t3 after learning the minimum pressure shown in FIG.

  As described above, according to the embodiment, the synchro mechanism S1 is forcibly released at the start of the belt clamping pressure learning. Therefore, when the solenoid pressure lower than the line pressure request of the synchro mechanism S1 is output during the minimum pressure learning. It is possible to prevent detection of synchro release abnormality.

DESCRIPTION OF SYMBOLS 1 Power transmission device 2 Engine 5 Belt type continuously variable transmission 6 Gear mechanism 100 Electronic control unit (ECU)
101 Learning Control Unit 102 Synchro Control Unit 200 Hydraulic Control Device 202 Secondary Pressure Control Valve 307 Synchro Stroke Sensor 308 Hydraulic Sensor S1 Synchro Mechanism SLP, SLS, SL1, SL2, SLG Solenoid Valve Ve Vehicle

Claims (1)

A power transmission device in which a belt-type 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 plurality of solenoid valves for respectively controlling a plurality of engagement devices including the synchro mechanism;
In a vehicle control device comprising:
When executing a control mode in which the solenoid pressure output from the solenoid valve is arbitrarily determined ignoring the line pressure request from the components of the power transmission device, the synchro mechanism is released at the start of the control mode. A vehicle control device that outputs an instruction to release the synchro mechanism.

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