JP4892969B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device including a belt-type continuously variable transmission, and more particularly to engagement hydraulic control of a hydraulic engagement device that is engaged during a garage shift.

  In a vehicle control device having a belt-type continuously variable transmission having a primary pulley and a secondary pulley and belts wound around both pulleys, power is supplied to a power transmission path between the power source and the continuously variable transmission. Fully engaged with a first oil passage for supplying a first hydraulic pressure regulated by a first solenoid valve, a hydraulic oil supply passage to a hydraulic engagement device arranged for transmission or shut-off A switching valve for switching to one of the second oil passages for supplying the second hydraulic pressure for maintaining the state, and the switching valve is switched based on the output hydraulic pressure from the second electromagnetic valve. The circuit is well known.

  For example, this is a hydraulic control device for a belt-type continuously variable transmission described in Patent Document 1. In Patent Document 1, for example, an engine is accompanied by a start shift called a garage shift in which a shift lever is operated from a non-travel position to a travel position, such as an N → D shift operation or an N → R shift operation. When the clutch of the forward / reverse switching device disposed between the transmission and the continuously variable transmission is engaged, an engagement transient hydraulic pressure that is a first hydraulic pressure regulated by a first solenoid valve of a linear solenoid valve type is applied. A garage shift valve that is a switching valve that switches between a first oil passage that is supplied to the clutch and a second oil passage that is a second oil pressure for maintaining a fully engaged state is supplied to the clutch. A hydraulic control device that switches a valve based on an output hydraulic pressure of an on / off valve type second electromagnetic valve is described. The first solenoid valve normally outputs a signal pressure for controlling the belt clamping pressure of the continuously variable transmission, but is used for regulating the engagement transient hydraulic pressure only during a garage shift. Thus, it functions as a combined electromagnetic valve that performs clutch engagement transient hydraulic pressure control and belt clamping pressure control.

JP 2004-84831 A

  By the way, from the viewpoint of miniaturization, as described in Patent Document 1, two or more controls are performed by a dual-purpose solenoid valve to reduce the number of solenoid valves or the number of pressure regulating valves. It is desirable. As another example in which two or more controls are performed by a dual-purpose solenoid valve, for example, since there is no need to perform a shift during a garage shift, the signal pressure for controlling the shift of the continuously variable transmission is usually set. It is conceivable to use the output solenoid valve for switching the garage shift valve only during the garage shift. That is, it can be considered that the second electromagnetic valve is used as a dual-purpose electromagnetic valve that performs shift control and garage shift valve switching control.

  In this way, when the second solenoid valve is used as a combined solenoid valve for performing the shift control and the garage shift valve switching control, when the garage shift is performed at the start of the engine, the gear ratio of the continuously variable transmission is set. Even if the hydraulic pressure of the actuator for changing the pressure is reduced by stopping the engine, the hydraulic pressure to the actuator cannot be controlled by the second solenoid valve. That is, the hydraulic pressure to the actuator cannot be rapidly filled by the second solenoid valve.

  At this time, the hydraulic engagement device is engaged by the garage shift, but in the state where the belt of the continuously variable transmission is returned to the most decelerated position for setting the transmission ratio to the maximum transmission ratio, the groove width of the primary pulley Even if the actuator hydraulic pressure is not full, if only the belt clamping pressure is controlled, no belt slip will occur. However, in a state where a so-called belt return failure occurs in which the belt stops without returning to the maximum deceleration position due to a sudden stop of the vehicle or ABS (anti-lock braking system) operation, the hydraulic pressure of the actuator is not full. And belt slip could occur.

  The present invention has been made against the background of the above circumstances. The purpose of the present invention is to change the switching valve to the first oil passage when a garage shift is performed in which a shift operation is performed from the non-traveling position to the traveling position. An actuator for outputting a signal hydraulic pressure for switching to a solenoid valve and changing a gear ratio via a gear ratio control valve so that the belt-type continuously variable transmission has a predetermined gear ratio regardless of the signal oil pressure In the control apparatus for a vehicle to which hydraulic pressure is supplied, the belt slip is suppressed when a garage shift is performed in a state where the belt has not returned to the maximum deceleration position.

The gist of the first invention for achieving the object is as follows: (a) In a vehicle in which a belt-type continuously variable transmission is disposed in a power transmission path between a driving power source and driving wheels. A hydraulic engagement device capable of switching a power transmission path between the traveling power source and the continuously variable transmission between a power transmission enable state and a power transmission cutoff state, and a hydraulic pressure to the hydraulic engagement device A first oil passage that supplies a first hydraulic pressure that is regulated according to a predetermined rule by a first solenoid valve in order to control a transitional engagement state of the hydraulic engagement device. And a switching valve for switching to either the second oil passage for supplying the second hydraulic pressure for bringing the hydraulic engagement device into a fully engaged state based on the signal hydraulic pressure from the second electromagnetic valve; The second solenoid valve supplies hydraulic pressure to the actuator for changing the transmission ratio of the continuously variable transmission. And a gear ratio control valve that is controlled based on a signal oil pressure from the vehicle, and when a garage shift is performed in which a shift operation is performed from the non-travel position to the travel position, the switching valve is configured to switch to the first oil passage. A signal oil pressure is output from the second solenoid valve, and the continuously variable transmission is controlled via the speed ratio control valve so that the continuously variable transmission has a predetermined speed ratio regardless of the signal oil pressure for switching to the first oil passage. (B) the garage in a state where the belt of the continuously variable transmission has not returned to the most decelerating position for setting the transmission gear ratio to the maximum transmission gear ratio. If the hydraulic pressure of the actuator is not full when the shift is performed, the first hydraulic pressure is changed according to the predetermined rule by the first electromagnetic valve in accordance with the garage shift. Instead of controlling the hydraulic engagement device from the released state to the engagement by adjusting the pressure to the hydraulic pressure of the actuator until the hydraulic pressure of the actuator is filled with the garage shift. by controlling the first solenoid valve, said first hydraulic pressure to the low pressure that the so after the garage shift also has the power transmission interrupted state is continued hydraulic engaging device does not have a torque capacity It is to include a hydraulic pressure reduction control means for temporarily adjusting pressure.

In this way, in order to change the gear ratio when a garage shift is performed in a state where the belt of the belt-type continuously variable transmission has not returned to the maximum deceleration position for setting the gear ratio to the maximum gear ratio. When the actuator hydraulic pressure is not full, the first hydraulic pressure supplied to the hydraulic engagement device to switch the power transmission path between the driving power source and the continuously variable transmission to a power transmission enabled state. the instead be controlled toward the engaging hydraulic said hydraulic engaging device by regulating the in accordance with a predetermined rule by the first solenoid valve with its garage shifting from the released state, the until the hydraulic pressure of the actuator by hydraulic pressure supplied to the actuator is filled with the garage shift, since the first solenoid valve is controlled by the oil pressure control unit, the Garejishi The first hydraulic pressure is temporarily adjusted to a low hydraulic pressure at which the hydraulic engagement device does not have a torque capacity so that the power transmission cut-off state continues even after the transmission is performed. The output torque of the traveling power source is cut off, and belt slippage is prevented when a garage shift is performed in a state where the belt has not returned to the maximum deceleration position.

According to a second aspect of the present invention, in the vehicle control device according to the first aspect of the present invention , the hydraulic pressure lowering control means is configured such that the driving power is reduced when the belt of the continuously variable transmission is not returned to the maximum deceleration position. source is after the start of the power source for running after stopping temporarily the said first hydraulic those which pressure regulating at a low pressure. In this way, belt slippage is suppressed or prevented when a garage shift is performed at the time of starting the driving force source for traveling in a state where a belt return failure has occurred.

According to a third aspect of the invention, in the vehicle control device according to the first or second aspect of the invention , the hydraulic pressure lowering control means is from the start of the traveling power source until the hydraulic pressure of the actuator is filled. has passed a predetermined elapsed time greater than or equal to a pre-determined as the time required until the hydraulic pressure of the actuator is filled, it is intended to pressure regulating temporarily the low pressure the first hydraulic. In this way, belt slippage is suppressed or prevented when a garage shift is performed at the time of starting the driving force source for traveling in a state where a belt return failure has occurred.

According to a fourth aspect of the present invention, in the vehicle control apparatus according to any one of the first to third aspects, the first hydraulic pressure is temporarily changed to the low hydraulic pressure by the hydraulic pressure lowering control unit. when are allowed pressure regulation is one further comprising a power source output control means suppresses the increase in the output of the power source for running regardless of the output increasing operation by the output control member. In this way, an increase in the output torque of the traveling power source input to the continuously variable transmission is suppressed, and the garage shift is performed when the traveling driving force source is started in a state where the belt return failure has occurred. The belt slip when cracked is more reliably suppressed or prevented.

  For example, when the driving power source is an internal combustion engine such as a gasoline engine or a diesel engine, the power source output control means controls the opening of the electronic throttle valve or reduces the fuel injection amount. Or controlling the ignition timing to suppress an increase in engine output regardless of the output increase operation by the output operation member. Moreover, although such an engine is widely used as a driving power source, an electric motor or the like may be used in addition to this engine. Alternatively, only an electric motor may be used as a driving power source.

  Here, preferably, in the belt-type continuously variable transmission, the transmission belt functioning as a power transmission member is wound around an input-side variable pulley and an output-side variable pulley which are a pair of variable pulleys whose effective diameter is variable. The gear ratio is continuously changed steplessly.

  For example, in the continuously variable transmission, a hydraulic cylinder or the like that changes the effective diameter of the input side variable pulley is provided integrally with the input side variable pulley, and the hydraulic pressure of the hydraulic cylinder of the input side variable pulley (input side hydraulic cylinder) is increased. As a result of being changed by the control device, the engagement diameter (effective diameter) of the transmission belt is changed, and the gear ratio is continuously changed. In addition, a hydraulic cylinder or the like that changes the effective diameter of the output side variable pulley is provided integrally with the output side variable pulley, and the hydraulic pressure of the hydraulic cylinder of the output side variable pulley (output side hydraulic cylinder) does not cause the transmission belt to slip. Is controlled by the control device.

  Normal shift control of a continuously variable transmission, that is, shift control during normal traveling at a speed higher than a predetermined vehicle speed at which the rotation speed of a predetermined rotation member can be detected by a rotation speed sensor, is obtained, for example, according to a predetermined shift condition. , Feedback control of the oil pressure of the input side hydraulic cylinder so that the actual gear ratio becomes the target gear ratio, and the target on the input side (drive source side) according to the vehicle speed, output rotational speed (drive wheel side rotational speed), etc. Various modes can be adopted such as obtaining the rotation speed and feedback controlling the hydraulic pressure of the input side hydraulic cylinder so that the actual input rotation speed becomes the target rotation speed.

  The above-mentioned predetermined speed change conditions are set by a map or an arithmetic expression using, for example, driving conditions such as a driver output request amount (acceleration request amount) such as an accelerator operation amount and a vehicle speed (corresponding to an output rotation speed) as parameters Is done.

  Hydraulic control when feedback control is not possible, such as traveling at an extremely low vehicle speed below a predetermined vehicle speed, is performed by independently controlling the hydraulic pressure of the input side hydraulic cylinder and the hydraulic pressure of the output side hydraulic cylinder, respectively. The hydraulic pressure of the input side hydraulic cylinder may be controlled so that the hydraulic pressure of the output side hydraulic cylinder × the cross sectional area of the output side hydraulic cylinder / the hydraulic pressure of the input side hydraulic cylinder × the cross sectional area of the input side hydraulic cylinder. A thrust ratio control valve in which the hydraulic pressure of the side hydraulic cylinder is introduced as a pilot pressure, and the oil pressure of the input side hydraulic cylinder is controlled on the basis of the control pressure output from the thrust ratio control valve. It is desirable to make the ratio τ.

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

  FIG. 1 is a skeleton diagram illustrating the configuration of a vehicle drive device 10 to which the present invention is applied. This vehicle drive device 10 is a horizontal automatic transmission, which is suitably employed in an FF (front engine / front drive) type vehicle, and includes an engine 12 as a driving power source. The output of the engine 12 composed of an internal combustion engine is the crankshaft of the engine 12, the torque converter 14 as a fluid transmission device, the forward / reverse switching device 16, the belt type continuously variable transmission (CVT) 18, the reduction gear. It is transmitted to the differential gear device 22 via the device 20 and distributed to the left and right drive wheels 24L, 24R.

  The torque converter 14 includes a pump impeller 14p connected to the crankshaft of the engine 12 and a turbine impeller 14t connected to the forward / reverse switching device 16 via a turbine shaft 34 corresponding to an output side member of the torque converter 14. And power transmission is performed via a fluid. A lockup clutch 26 is provided between the pump impeller 14p and the turbine impeller 14t, and a lockup (not shown) in the hydraulic control circuit (hydraulic circuit) 100 (see FIGS. 2 and 3) is provided. The hydraulic pressure supply to the engagement side oil chamber and the release side oil chamber is switched by a control valve (L / C control valve), etc., so that it is engaged or released. The impeller 14p and the turbine impeller 14t are integrally rotated. The pump impeller 14p has a hydraulic pressure for controlling the transmission of the continuously variable transmission 18, generating a belt clamping pressure, controlling the engagement release of the lockup clutch 26, or supplying lubricating oil to each part. Is coupled to a mechanical oil pump 28 that is generated by being driven to rotate by the engine 12.

  The forward / reverse switching device 16 is mainly composed of a double pinion type planetary gear device, the turbine shaft 34 of the torque converter 14 is integrally connected to the sun gear 16s, and the input shaft 36 of the continuously variable transmission 18 is a carrier. The carrier 16c and the sun gear 16s are selectively connected via the forward clutch C1, and the ring gear 16r is selectively fixed to the housing via the reverse brake B1. It has become. The forward clutch C1 and the reverse brake B1 correspond to an intermittent device, both of which are hydraulic friction engagement devices that are frictionally engaged by a hydraulic cylinder.

  When the forward clutch C1 is engaged and the reverse brake B1 is released, the forward / reverse switching device 16 is brought into an integral rotation state, whereby the turbine shaft 34 is directly connected to the input shaft 36, and the forward power The transmission path is established (achieved), and the driving force in the forward direction is transmitted to the continuously variable transmission 18 side. When the reverse brake B1 is engaged and the forward clutch C1 is released, the forward / reverse switching device 16 establishes (achieves) the reverse power transmission path, and the input shaft 36 is connected to the turbine shaft 34. On the other hand, it is rotated in the opposite direction, and the driving force in the reverse direction is transmitted to the continuously variable transmission 18 side. When both the forward clutch C1 and the reverse brake B1 are released, the forward / reverse switching device 16 enters a neutral state (power transmission cut-off state) in which power transmission is cut off.

  The continuously variable transmission 18 is an input-side variable pulley (primary pulley, primary sheave) 42 having a variable effective diameter, which is an input-side member provided on the input shaft 36, and an output-side member provided on the output shaft 44. An output side variable pulley (secondary pulley, secondary sheave) 46 having a variable effective diameter and a transmission belt 48 wound around these variable pulleys 42, 46 are provided. The variable pulleys 42, 46 and the transmission belt 48 are provided. Power is transmitted through the frictional force between the two.

The variable pulleys 42 and 46 are fixed rotation bodies 42 a and 46 a fixed to the input shaft 36 and the output shaft 44, respectively, and are not rotatable relative to the input shaft 36 and the output shaft 44 and are movable in the axial direction. Input movable hydraulic cylinder (primary pulley hydraulic cylinder) 42c and output hydraulic cylinder (secondary pulley) as actuators for applying thrust for varying the V-groove width between the movable rotating bodies 42b and 46b provided. Side hydraulic cylinder) 46c, and the hydraulic pressure (shift control pressure P _RATIO ) of the input side hydraulic cylinder 42c is controlled by the hydraulic control circuit 100, so that the V groove widths of both variable pulleys 42, 46 are controlled. There takes diameter of the drive belt 48 changes (effective diameter) is changed, the speed ratio gamma (= input shaft speed N _iN / Force shaft speed N _OUT) is continuously changed. The hydraulic pressure of the output side hydraulic cylinder 46c (clamping pressure control pressure P _BELT ) is regulated by the hydraulic control circuit 100 so that the transmission belt 48 does not slip.

  FIG. 2 is a block diagram for explaining a main part of a control system provided in the vehicle for controlling the vehicle drive device 10 of FIG. The electronic control unit 50 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. By performing signal processing, output control of the engine 12, shift control of the continuously variable transmission 18, belt clamping pressure control, torque capacity control of the lockup clutch 26, and the like are executed. This is divided into control and hydraulic control for the continuously variable transmission 18 and the lockup clutch 26.

The electronic control unit 50, representing the crankshaft rotation speed corresponding to the engine rotational speed crankshaft detected by the sensor 52 rotation angle (position) A _{CR (°)} and the rotational speed of the engine 12 (engine rotational speed) N _E Signal, a signal representing the rotational speed (turbine rotational speed) _NT of the turbine shaft 34 detected by the turbine rotational speed sensor 54, and an input that is the input rotational speed of the continuously variable transmission 18 detected by the input shaft rotational speed sensor 56. rotational speed (input shaft rotational speed) signal representing the N _iN of the shaft 36, a vehicle speed sensor (output shaft rotation speed sensor) 58 by the rotational speed (output of the output shaft 44 is the output rotational speed of the continuously variable transmission 18 detected axis rotation speed) N _OUT ie vehicle speed signal representing a vehicle speed V corresponding to the output shaft speed N _OUT, en detected by the throttle sensor 60 Intake pipe 32 throttle valve opening signal representing the throttle valve opening theta _TH of the electronic throttle valve 30 provided in (see FIG. 1) of the emission 12, the cooling water temperature T _W of the engine 12 detected by a coolant temperature sensor 62 representing signal, signals representative of the oil temperature T _CVT of a hydraulic circuit of the continuously variable such as transmission 18 detected by the CVT oil temperature sensor 64, the operation amount of the accelerator pedal 68 is output operating member detected by the accelerator opening sensor 66 a shift lever 74 detected accelerator opening signal representative of an accelerator opening Acc, a brake operation signal indicating whether B _ON operation of the foot brake is a service brake, which is detected by a foot brake switch 70, a lever position sensor 72 is An operation position signal indicating the lever position (operation position) _PSH is supplied.

Further, the electronic control device 50 receives an engine output control command signal S _E for controlling the output of the engine 12, for example, a throttle signal for driving a throttle actuator 76 for controlling the opening / closing of the electronic throttle valve 30, and a fuel injection device 78. An injection signal for controlling the amount of fuel injected from the engine, an ignition timing signal for controlling the ignition timing of the engine 12 by the ignition device 80, and the like are output. Further, the shift control command signal S _T for example a command signal for controlling the shift control pressure P _RATIO for changing the speed ratio γ of the continuously variable transmission 18, clamping force control for causing adjusting clamping pressure of the transmission belt 48 A command signal S _B, for example, a command signal for controlling the clamping pressure control pressure P _BELT , a lock-up control command signal for controlling the engagement, release, and slip amount of the lock-up clutch 26, for example, the lock in the hydraulic control circuit 100 command signal for driving the solenoid valve DS2 to adjust the torque capacity of the command signal and the lock-up clutch 26 for driving the on-off solenoid valve DSU not shown to switch the valve position of the up control valve controls the line pressure P _L A command signal for driving the linear solenoid valve SLT and the linear solenoid valve SLS is used for the hydraulic control circuit 10. Output to 0.

  The shift lever 74 is arranged, for example, in the vicinity of the driver's seat and is sequentially positioned in five lever positions “P”, “R”, “N”, “D”, and “L” (see FIG. 3). Any one of them is manually operated.

  The “P” position (range) releases the power transmission path of the vehicle drive device 10, that is, a neutral state (neutral state) where the power transmission of the vehicle drive device 10 is interrupted, and is mechanically output by the mechanical parking mechanism. The parking position (position) for preventing (locking) the rotation of 44, the “R” position is the reverse traveling position (position) for reversely rotating the output shaft 44, and the “N” position. Is a neutral position (position) for setting the neutral state in which the power transmission of the vehicle drive device 10 is interrupted, and the “D” position establishes an automatic transmission mode within a transmission range that allows the transmission of the continuously variable transmission 18. This is a forward travel position (position) that allows automatic shift control to be executed, and the “L” position is operated by a strong engine brake. An engine brake position (position). Thus, the “P” position and the “N” position are non-traveling positions that are selected when the vehicle is not traveling, and the “R” position, the “D” position, and the “L” position are when the vehicle is traveling. This is the selected driving position.

FIG. 3 shows portions of the hydraulic control circuit 100 relating to the belt clamping pressure control, the transmission gear ratio control of the continuously variable transmission 18, and the engagement hydraulic pressure control of the forward clutch C1 or the reverse brake B1 accompanying the operation of the shift lever 74. It is a principal part hydraulic circuit diagram shown. In FIG. 3, the hydraulic control circuit 100 is adjusted by a clamping pressure control valve 110 and a linear solenoid valve SLT that regulate the clamping pressure control pressure P _BELT that is the hydraulic pressure of the output hydraulic cylinder 46c so that the transmission belt 48 does not slip. A switching valve that is switched to a first position that outputs the control hydraulic pressure P _SLT as the pressurized first hydraulic pressure and a second position that outputs the output hydraulic pressure P _LM2 as the second hydraulic pressure from the line pressure modulator NO. A clutch apply control valve 112 that functions as a transmission ratio control valve UP114 that functions as a transmission ratio control valve that regulates the transmission control pressure P _RATIO that is the hydraulic pressure of the input side hydraulic cylinder 42c so that the transmission ratio γ can be continuously changed. And transmission ratio control valve DN116, transmission control pressure P _RATIO and clamping pressure control pressure P _{BE The} oil path is mechanically switched according to the operation of the shift lever 74 so that the thrust ratio control valve 118, the forward clutch C1 and the reverse brake B1 having a predetermined ratio with _LT are engaged or released. A manual valve 120 and the like are provided.

The line pressure P _L as source pressure working oil pressure output from the mechanical oil pump 28 that is driven to rotate (see FIG. 1) (generated) by the engine 12, for example, a primary regulator valve (pressure regulating valve of the relief type ) it is adapted to be pressure adjusted to a value corresponding to the engine load and the like based on the signal pressure P _SLS from the signal pressure P _SLT or the linear solenoid valve SLS from the linear solenoid valve SLT by 124. The output oil pressure _{P LM2} is regulated on the basis by the line pressure modulator NO.2 valve 122 the line pressure _{P L} as source pressure to the signal pressure _{P SLS} from the signal pressure _{P SLT} or the linear solenoid valve SLS from the linear solenoid valve SLT It comes to be pressed. Output hydraulic pressure _{P LM3} is controlled hydraulic there used as the basic pressure of the (signal _{pressure) P SLT} and the signal pressure _{P SLS,} regulated to a constant pressure by the line pressure modulator NO.3 valve 126 to line pressure _{P L} as source pressure It comes to be pressed. Modulator pressure P _M is a used as the basic pressure of the electronic control unit 50 controls oil pressure P _DS2 is the output hydraulic pressure of the control oil pressure P _DS1 and the solenoid valve DS2 which is the output hydraulic pressure of the solenoid valve DS1 that is duty-controlled by, The output hydraulic pressure _PLM3 is adjusted to a constant pressure by the modulator valve 128 using the original pressure.

Wherein the manual valve 120, the engagement pressure _{P A} that is output from the clutch apply control valve 112 is supplied to the input port 120a. When the shift lever 74 is operated to the "D" position or "L" position, and for reverse engagement pressure P _A is supplied to the forward clutch C1 via a forward output port 120f as forward running output pressure The oil passage of the manual valve 120 is switched so that the hydraulic oil in the brake B1 is drained (discharged) to the atmospheric pressure, for example, from the reverse output port 120r through the discharge port EX, and the forward clutch C1 is engaged. The reverse brake B1 is released.

Also, operating the shift lever 74 when it is operated to the "R" position, the engagement pressure P _A is the reverse in the output port 120r are supplied to the reverse brake B1 via the and the forward clutch C1 as reverse running output pressure The oil passage of the manual valve 120 is switched so that the oil is drained (discharged) from the forward output port 120f through the discharge port EX to, for example, atmospheric pressure, the reverse brake B1 is engaged, and the forward clutch C1 is engaged. Be released.

  When the shift lever 74 is operated to the “P” position and the “N” position, the oil path from the input port 120a to the forward output port 120f and the oil path from the input port 120a to the reverse output port 120r are both And the oil passage of the manual valve 120 is switched so that the hydraulic oil in the forward clutch C1 and the reverse brake B1 is drained from the manual valve 120, and both the forward clutch C1 and the reverse brake B1 are connected. Be released.

The clutch apply control valve 112, the control hydraulic pressure _{P SLT} is supplied to the manual valve 120 as an engagement pressure _{P A} via the output port 112s from the input port 112i to and signal pressure _{P SLS} by being movable in the axial direction from the input port 112k first position constituting a first oil passage for supplying the input port 112j via an output port 112t to the line pressure modulator NO.2 valve 122 and the primary regulator valve 124 and (CONTROL position) the output hydraulic pressure _{P LM2} supplied through the output port 112t of the engagement pressure _{P a} is supplied to the manual valve 120 as a and the control pressure _{P SLT} through an output port 112s from the input port 112i to the line pressure modulator NO.2 valve 122 and the primary regulator valve 124 A spool valve element 112a positioned at a second position (NORMAL position) constituting the second oil passage, and a spring 112b as an urging means for urging the spool valve element 112a toward the second position side. And an oil chamber 112c that receives the control oil pressure _PDS1 to apply a thrust toward the first position to the spool valve element 112a, and a control oil pressure P to apply a thrust toward the first position to the spool valve element 112a. _{And a} diameter difference portion 112d for receiving _DS2 .

In the clutch apply control valve 112 configured as described above, for example, a garage shift in which the shift lever 74 is operated from the “N” position to the “D” position or the “R” position at a predetermined low vehicle speed or when the vehicle is stopped. N → D shift or N → R shift), the control oil pressure P _DS1 exceeding the predetermined pressure is supplied to the oil chamber 112c, and the control oil pressure P _DS2 exceeding the predetermined pressure is supplied to the diameter difference portion 112d. The control hydraulic pressure _PSLT is supplied to the forward clutch C1 or the reverse brake B1 via the manual valve 120 by switching to the first position shown in the right half of the line. Thereby, the engagement transient hydraulic pressure of the clutch C1 and the brake B1 at the time of the garage shift is regulated by the linear solenoid valve SLT as the first electromagnetic valve. For example, the control hydraulic pressure P _SLT is a hydraulic pressure for controlling the transient engagement state of the clutch C1 and the brake B1 in the N → D shift or the N → R shift, and the clutch C1 or the brake B1 is smoothly engaged. The pressure is regulated according to a predetermined rule so that a shock at the time of engagement is suppressed.

Further, for example, when the supply of at least one of the control hydraulic pressure _PDS1 and the control hydraulic pressure _PDS2 is stopped in the steady state in which the clutch C1 and the brake B1 are engaged after the garage shift, the left half of the center line The output hydraulic pressure _PLM2 is switched to the second position shown, and is supplied to the forward clutch C1 or the reverse brake B1 via the manual valve 120. As a result, the engagement of the clutch C1 and the brake B1 after the garage shift is held by the output hydraulic pressure _PLM2 . For example, the output hydraulic pressure P _LM2 is a predetermined hydraulic pressure for _bringing the clutch C1 and the brake B1 into a fully engaged state, and is adjusted to at least a predetermined constant pressure and a hydraulic pressure corresponding to the signal pressure P _SLT. To adjust the pressure.

Thus, the clutch apply control valve 112 controls the hydraulic oil supply passage to the clutch C1 or the brake B1 in order to control the transient engagement state of the forward clutch C1 or the reverse brake B1 during the garage shift. The second solenoid valve is connected to either the first oil passage that supplies the hydraulic pressure P _SLT and the second oil passage that supplies the output hydraulic pressure P _{LM2 in} order to bring the clutch C1 or the brake B1 into a fully engaged state in a steady state. functions as a switching valve for switching on the basis of the control oil pressure _{P DS1} and the control pressure _{P DS2} from the solenoid valve DS1 and the solenoid valve DS2 as.

In this embodiment, the output hydraulic pressure of the linear solenoid valve SLT is described in two ways, the control hydraulic pressure P _SLT and the signal pressure P _SLT , but the engagement transient hydraulic pressure at the time of the garage shift is the control hydraulic pressure P _SLT. , we used a clear distinction between pilot pressure for pressure regulating the line pressure P _L as a signal pressure P _SLT. That is, the linear solenoid valve SLT outputs the control hydraulic pressure P _SLT to control the transient engagement state of the forward clutch C1 or the reverse brake B1 when the clutch apply control valve 112 is switched to the first position. , and it outputs a signal pressure P _SLT to pressure the line pressure P _L tone when the clutch apply control valve 112 is switched to the second position. Further, the signal pressure P _SLT is a pilot pressure for pressure regulating the line pressure P _L by the primary regulator valve 124, directly supplied to the hydraulic actuator thereof engaging device for engaging the clutch C1 or the brake B1 Therefore, the hydraulic pressure is smaller than the output hydraulic pressure _PLM2 .

The speed ratio control valve UP114 is closed the suppliable and output port 114k from the input port 114i to the line pressure P _L by being movable in the axial direction to the input side variable pulley 42 via the input and output ports 114j A spool valve element 114a positioned at an upshift position and an original position where the input-side variable pulley 42 communicates with the input / output port 114k via the input / output port 114j, and the spool valve element 114a toward the original position side. A spring 114b as an urging means for _urging , an oil chamber 114c that accommodates the spring 114b and receives the control hydraulic pressure _PDS2 to _apply a thrust toward the original position to the spool valve element 114a, and the spool valve element 114a control pressure P to apply a thrust force toward the upshift position side in And an oil chamber 114d that accepts _S1.

Further, the transmission ratio control valve DN116 is provided so as to be movable in the axial direction, whereby a downshift position where the input / output port 116j communicates with the discharge port EX and an original position where the input / output port 116j communicates with the input / output port 116k. A spool valve element 116a positioned at the first position, a spring 116b as an urging means for urging the spool valve element 116a toward the original position, and a spring 116b that accommodates the spool valve element 116a in the original position side. An oil chamber 116c that receives the control hydraulic pressure _PDS1 to apply a thrust toward the engine, and an oil chamber 116d that receives the control hydraulic pressure _PDS2 to apply a thrust toward the downshift position to the spool valve element 116a. .

In the transmission ratio control valve UP114 and the transmission ratio control valve DN116 thus configured, in the closed state in which the spool valve element 114a is held in the original position in accordance with the urging force of the spring 114b as shown in the left half of the center line, The input / output port 114j and the input / output port 114k are communicated with each other, and the hydraulic oil in the input side variable pulley 42 (input side hydraulic cylinder 42c) is allowed to flow to the input / output port 116j. In the closed state in which the spool valve element 116a is held in the original position according to the urging force of the spring 116b as shown in the right half of the center line, the input / output port 116j and the input / output port 116k are communicated with each other, and the thrust ratio it is allowed that the thrust ratio control oil pressure P _tau from control valve 118 to flow to the input-output port 114k.

Further, when the control oil pressure _PDS1 is supplied to the oil chamber 114d, the spool valve element 114a is increased against the urging force of the spring 114b by a thrust according to the control oil pressure _PDS1 as shown in the right half of the center line. is moved to the shift position side, the line pressure _{P L} is supplied to the control oil pressure _{P DS1} to the corresponding flow rate at the input port output from 114i port 114j menstrual the input side hydraulic cylinder 42c, input and output ports 114k is blocked Accordingly, the flow of the hydraulic oil to the speed ratio control valve DN116 side is prevented. As a result, the shift control pressure P _RATIO is increased, the V groove width of the input side variable pulley 42 is narrowed, and the speed ratio γ is decreased, that is, the continuously variable transmission 18 is upshifted.

When the control oil pressure _PDS2 is supplied to the oil chamber 116d, the spool valve element 116a is lowered against the urging force of the spring 116b by the thrust according to the control oil pressure _PDS2 , as shown in the left half of the center line. The hydraulic fluid in the input side hydraulic cylinder 42c is discharged from the input / output port 114j through the input / output port 114k and the input / output port 116j through the input / output port 116j at a flow rate corresponding to the control hydraulic pressure _PDS2 . As a result, the transmission control pressure P _RATIO is lowered, the V groove width of the input side variable pulley 42 is increased, and the transmission ratio γ is increased, that is, the continuously variable transmission 18 is downshifted.

Thus, the control oil pressure P _DS1 is the line pressure P _L input to be output to the speed ratio control valve UP114 is supplied to the input side hydraulic cylinder 42c by the speed change control pressure P _RATIO is continuously upshift control When the hydraulic pressure _PS2 is output, the hydraulic oil in the input side hydraulic cylinder 42c is discharged from the discharge port EX, and the shift control pressure P _RATIO is continuously downshifted.

For example, as shown in FIG. 4, it is actually determined from a previously stored relationship (shift map) between the vehicle speed V and the target input shaft rotational speed N _IN ^* that is the target input rotational speed of the continuously variable transmission 18 using the accelerator opening Acc as a parameter. The target input shaft rotational speed N _IN ^* set based on the vehicle state indicated by the vehicle speed V and the accelerator opening Acc matches the actual input shaft rotational speed (hereinafter referred to as the actual input shaft rotational speed) N _IN. As described above, the shift of the continuously variable transmission 18 is executed by feedback control in accordance with the rotational speed difference (deviation) ΔN _IN (= N _IN ^* −N _IN ), that is, hydraulic oil for the input side hydraulic cylinder 42c. The transmission control pressure P _RATIO is regulated by supplying and discharging, and the speed ratio γ is continuously changed by feedback control.

The shift map in FIG. 4 corresponds to the shift conditions, and the target input shaft rotational speed N _IN ^* is set such that the larger the vehicle speed V is and the larger the accelerator opening Acc is, the larger the gear ratio γ is. Further, since the vehicle speed V corresponds to the output shaft rotation speed N _OUT, which is the target value of the input shaft rotational speed N _IN target input shaft rotational speed N _IN ^* corresponds to the target speed ratio, the minimum of the continuously variable transmission 18 It is determined within the range of the gear ratio γ _min and the maximum gear ratio γ _max .

Further, the control hydraulic pressure _PDS1 is supplied to the oil chamber 116c of the transmission ratio control valve DN116, and regardless of the control hydraulic pressure _PDS2 , the transmission ratio control valve DN116 is closed to limit the downshift, while the control hydraulic pressure _{PDS2 changes} the speed. The oil ratio is supplied to the oil chamber 114c of the ratio control valve UP114, and regardless of the control oil pressure _PDS1 , the transmission ratio control valve UP114 is closed to prohibit the upshift. That is, the control when the hydraulic _{P DS1} and the control pressure _{P DS2} are not supplied together but of course, also, the speed change ratio control valve UP114 and speed ratio control valve when the control oil pressure _{P DS1} and the control pressure _{P DS2} is supplied together Each of the DNs 116 is in a closed state held in its original position. As a result, one of the solenoid valves DS1 and DS2 does not function due to a failure in the electrical system, and a sudden upshift occurs even when the control hydraulic pressure _PDS1 or the control hydraulic pressure _PDS2 continues to be output at the maximum pressure. It is possible to prevent a downshift or a belt slip due to the sudden shift.

The clamping force control valve 110, via an output port 110t to line pressure P _L by opening and closing an input port 110i from the input port 110i output side variable pulley 46 and the thrust ratio control by being movable in the axial direction valve 118 The spool valve element 110a that can supply the pinching pressure control pressure P _BELT , the spring 110b as an urging means that urges the spool valve element 110a in the valve opening direction, and the spool valve element that houses the spring 110b and accommodates the spring 110b An oil chamber 110c that receives a control hydraulic pressure P _SLS to apply thrust in the valve opening direction to 110a, and a clamping pressure control pressure P that is output from the output port 110t to apply thrust in the valve closing direction to the spool valve element 110a. and a feedback oil chamber 110d to accept the _BELT, closed side to the spool valve element 110a And an oil chamber 110e that accepts modulator pressure P _M in order to impart a thrust.

In the clamping pressure control valve 110 thus configured, by the transmission belt 48 is line pressure P _L is continuously regulated pressure control control oil pressure P _SLS so as not slip as a pilot pressure, an output port 110t Is used to output the clamping pressure control pressure P _BELT .

For example, as shown in FIG. 5, an accelerator opening degree Acc corresponding to the transmission torque is used as a parameter, and is experimentally obtained in advance so as not to cause a belt slip between the gear ratio γ and the required hydraulic pressure P _BELT ^* (corresponding to the belt clamping pressure). The holding pressure of the output side hydraulic cylinder 46c is obtained so that the necessary oil pressure P _BELT ^* determined based on the vehicle state indicated by the actual gear ratio γ and the accelerator opening Acc is obtained from the relationship (the holding pressure map) stored. The control pressure P _BELT is controlled, and the belt clamping pressure, that is, the frictional force between the variable pulleys 42 and 46 and the transmission belt 48 is increased or decreased according to the clamping pressure control pressure P _BELT .

The thrust ratio control valve 118, a thrust ratio control oil pressure P the line pressure _{P L} by opening and closing an input port 118i by being movable in the axial direction from the input port 118i via an output port 118t to the speed ratio control valve DN116 a spool valve element 118a that can supply _τ , a spring 118b as an urging means that urges the spool valve element 118a in the valve opening direction, and the spring 118b is accommodated in the valve opening direction in the valve opening direction. Feedback to accept an oil chamber 118c that accepts squeezing force control pressure P _BELT for applying thrust, the thrust ratio control oil pressure P _tau output from the output port 118t to apply a thrust force in the valve closing direction to the spool valve element 118a And an oil chamber 118d.

In the thrust ratio control valve 118 configured as described above, with the pressure receiving area of the clamping force control pressure P _BELT in the oil chamber 118c a, the pressure receiving area of the thrust ratio control oil pressure P _tau in the feedback oil chamber 118d b, the spring 118b If the force is F _S , the equilibrium state is obtained by the following equation (1).
_{P τ × b = P BELT ×} a + F S ··· (1)
Therefore, the thrust ratio control oil pressure P _tau, represented by the following formula (2), is proportional to the clamping force control pressure P _{BELT.
P τ = P BELT × (a} / b) + F S / b ··· (2)

Then, the control oil pressure _P or _DS1 and the control pressure _{P DS2} is not supplied together, or the predetermined pressure or more control pressure _{P DS1} and the predetermined pressure or more control pressure _{P DS2} is both supplied, the speed ratio control valve UP114 and the speed ratio control when the valve DN116 has both been a closed state is held in the original position, since the thrust ratio control oil pressure P _tau is supplied to the input side hydraulic cylinder 42c, the shift control pressure P _rATIO thrust ratio control oil pressure P _tau Matched with. In other words, the shift control pressure P _RATIO and clamping force control pressure thrust ratio control oil pressure P _tau i.e. the shift control pressure P _RATIO maintain a predetermined relationship between the ratio of P _BELT is output by the thrust ratio control valve 118.

For example, 'since the detection accuracy of the input shaft rotational speed N _IN is inferior in the low speed state below, such predetermined vehicle speed V' accuracy on the predetermined vehicle speed V of the input shaft rotational speed sensor 56 and at low speed running below starting Sometimes, instead of the feedback control of the transmission ratio γ for eliminating the rotational speed difference (deviation) ΔN _IN , the control hydraulic pressure P _DS1 and the control hydraulic pressure P _DS2 are not supplied, and the transmission ratio control valve UP114 and the transmission ratio control valve DN116 are In other words, so-called closing control is executed to set the closed state. As a result, when the vehicle starts, P _RATIO proportional to P _BELT is supplied to the input side hydraulic cylinder 42c so that the ratio between the shift control pressure P _RATIO and the clamping pressure control pressure P _BELT has a predetermined relationship. The belt slip of the transmission belt 48 from the stop to the very low vehicle speed is prevented, and at this time, for example, the thrust ratio τ corresponding to the maximum gear ratio γ _max (= output side hydraulic cylinder thrust W _OUT / input side hydraulic cylinder thrust W) _IN ; W _OUT is the clamping pressure control pressure P _BELT × cross-sectional area of the output-side hydraulic cylinder 46c, and W _IN is the shift control pressure P _RATIO × cross-sectional area of the input-side hydraulic cylinder 42c). When (a / b) or F _S / b in the first term on the right side of Equation (2) is set, a good start is performed at the maximum gear ratio γ _max or a gear ratio γ _max ′ in the vicinity thereof. The predetermined vehicle speed V ′ is a lower limit vehicle speed at which a predetermined feedback control can be executed as a vehicle speed V at which the rotational speed of the predetermined rotating member, for example, the input shaft rotational speed _NIN cannot be detected. For example, it is set to about 2 km / h.

FIG. 6 shows the relationship obtained and stored in advance between the gear ratio γ and the thrust ratio τ with the vehicle speed V as a parameter so that a thrust ratio τ larger than the thrust ratio τ corresponding to the maximum gear ratio γ _max is possible. FIG. 4 is a diagram showing an example when (a / b) of the first term on the right side of the above equation (2) is set. The parameter of the vehicle speed V indicated by the one-dot chain line in FIG. 6 is a thrust ratio τ calculated in consideration of the centrifugal hydraulic pressure in the input side hydraulic cylinder 42c and the output side hydraulic cylinder 46c, and the intersection with the solid line (for example, V ₀ , V ₂₀ , V ₅₀ ), a speed ratio γ as a predetermined speed ratio that can be maintained during the closing control is obtained. For example, in FIG. 6, if the vehicle speed V is 20 km / h or less, the maximum speed ratio γ _max can be maintained as a predetermined speed ratio during the closing control.

FIG. 7 is a functional block diagram for explaining the main part of the control function by the electronic control unit 50. In FIG. 7, the target input rotation setting means 150 is configured to change the input shaft rotation speed N _IN based on the vehicle state indicated by the actual vehicle speed V and the accelerator opening Acc from a shift map stored in advance as shown in FIG. Set the target input shaft rotational speed N _IN ^* sequentially.

The speed change control means 152 determines the rotational speed difference ΔN _IN (= N _IN ^* −) so that the actual input shaft rotational speed N _IN matches the target input shaft rotational speed N _IN ^* set by the target input rotation setting means 150. N _IN ) is feedback-controlled for shifting the continuously variable transmission 18. That is, the speed change command signal (hydraulic pressure command) is output to S _T to the hydraulic control circuit 100 to continuously change the speed ratio γ for normal shift control for controlling the shift control pressure P _RATIO input side hydraulic cylinder 42c .

The belt clamping pressure setting means 154, for example, as shown in FIG. 5, the necessary hydraulic pressure P based on the vehicle speed indicated by the actual gear ratio γ and the accelerator opening Acc from the clamping pressure map obtained experimentally in advance and stored. Set _BELT ^* .

The belt clamping pressure control means 156 controls the clamping pressure control command signal S for controlling the clamping pressure control pressure P _BELT of the output side hydraulic cylinder 46c so that the necessary hydraulic pressure P _BELT ^* set by the belt clamping pressure setting means 154 is obtained. _B is output to the hydraulic control circuit 100 to increase or decrease the belt clamping pressure.

The hydraulic control circuit 100, together with the pressure regulating the shift control pressure P _RATIO by operating the solenoid valve DS1 or the solenoid valve DS2 so shifting of the continuously variable transmission 18 is executed in accordance with the shift control command signal S _T, the clamping by operating the linear solenoid valve SLS so the belt clamping force is increased or decreased according to the pressure control command signal S _B pressure regulating the squeezing force control pressure P _bELT.

In addition to the above-described function, the speed change control means 152 sets the speed ratio γ for eliminating the rotational speed difference ΔN _IN as the normal speed change control on condition that the vehicle speed V is lower than the predetermined vehicle speed V ′. Without performing the feedback control, the thrust ratio control valve 118 executes the closing control for maintaining the ratio between the transmission control pressure P _RATIO and the clamping pressure control pressure P _BELT in a predetermined relationship. That is, a shift command signal S _T ′ for shifting control for low vehicle speed that closes the gear ratio control valve UP114 and the gear ratio control valve DN116 is output to the hydraulic control circuit 100 to establish a predetermined gear ratio.

The hydraulic pressure control circuit 100 does not operate the solenoid valve DS1 and the solenoid valve DS2 so that the speed ratio control valve UP114 and the speed ratio control valve DN116 are closed in accordance with the speed change control command signal S _T ′. A thrust ratio control hydraulic pressure P _τ that maintains the ratio between the shift control pressure P _RATIO and the clamping pressure control pressure P _BELT in a predetermined relationship is output from 118.

The engine output control means 158 outputs an engine output control command signal S _E , for example, a throttle signal, an injection signal, an ignition timing signal, etc., to the throttle actuator 76, the fuel injection device 78, and the ignition device 80, respectively, for output control of the engine 12. To do. For example, the engine output control means 158, the power to control the engine torque T _E and outputs a throttle signal to the throttle actuator 76 for opening and closing the electronic throttle valve 30 such that the throttle opening theta _TH corresponding to the accelerator opening Acc It functions as a source output control means.

During the garage shift, the engagement control means 160 switches the clutch apply control valve 112 to the first position side, and applies an engagement shock to control the transitional engagement state of the forward clutch C1 or the reverse brake B1. a control command signal S _a which outputs a signal pressure P _SLS to pressure regulate the control pressure P _SLT outputs and line pressure P _L to gradually increase the engagement pressure to be suppressed to the hydraulic control circuit 100 Output. For example, the engagement control unit 160 outputs the engagement transient hydraulic command pressure pcltexc to the hydraulic control circuit 100 as a command signal SLTDUTY for duty-controlling the linear solenoid valve SLT.

The hydraulic control circuit 100, according to the control command signal S _A at the time of the garage shifting, the clutch apply control valve 112 to control the above operating is allowed by predetermined pressure solenoid valve DS1 and the solenoid valve DS2 so as to be switched to the first position side oil pressure P outputs the _DS1 and the predetermined pressure or more control pressure P _DS2, the control pressure P _SLT actuates the linear solenoid valve SLT as the forward clutch C1 or the reverse brake B1 according to a predetermined rule is engaged outputs were and actuates the linear solenoid valve SLS so as the line pressure P _L is pressure regulated according to the engine load and the like to output a signal pressure P _SLS with.

Further, the engagement control means 160 may be configured to use the forward clutch C1 or the reverse brake in a steady state such as after a garage shift, for example, after a lapse of a predetermined time from the start of the garage shift, or after the control hydraulic pressure _PSLT becomes a predetermined engagement hydraulic pressure or higher. It switches the clutch apply control valve 112 to the completely engaged state by supplying the output hydraulic pressure P _LM2 to B1 to the second position, the control command for outputting a signal pressure P _SLT to pressure the line pressure P _L tone and it outputs a signal _{S a} to the hydraulic control circuit 100. For example, the engagement control means 160 outputs the line pressure command pressure plctgt to the hydraulic control circuit 100 as a command signal SLTDUTY for duty-controlling the linear solenoid valve SLT.

The hydraulic control circuit 100, according to the control command signal S _A is the steady state, the forward solenoid valve such that the clutch C1 or the output oil pressure P _LM2 to the reverse brake B1 are completely engaged state is supplied DS1 and the solenoid valve DS2 with simultaneously switching the clutch apply control valve 112 without operating the second position side, the signal pressure P _SLT actuates the linear solenoid valve SLT as the line pressure P _L is pressure regulated in accordance with the engine load and the like Output.

Thus, the linear solenoid valve SLT outputs the control hydraulic pressure P _SLT so that the forward clutch C1 or the reverse brake B1 is engaged at the first position of the clutch apply control valve 112 during garage shift (clutch pressure). Mode). The linear solenoid valve SLT, in the second position of the clutch apply control valve 112 is in a steady state, outputs a signal pressure P _SLT as the line pressure P _L is pressure regulated (referred line pressure mode). Further, in this clutch pressure mode, the control hydraulic pressure P _DS1 exceeding the predetermined pressure and the control hydraulic pressure P _DS2 exceeding the predetermined pressure are output, so that the control hydraulic pressure P _SLT is supplied to the forward clutch C1 or the reverse brake B1. At the same time, the closing control by the thrust ratio control valve 118 is performed so that a predetermined gear ratio is obtained.

That is, since it is not necessary to perform a shift during a garage shift, when the garage shift is performed, a control hydraulic pressure P _{DS1 that is} equal to or higher than a predetermined pressure as a signal hydraulic pressure for switching the clutch apply control valve 112 to the first position, and a predetermined hydraulic pressure. The control hydraulic pressure _PDS2 that is higher than the pressure is normally output from the solenoid valve DS1 and the solenoid valve DS2 that are operated to control the shift of the continuously variable transmission 18, and the thrust ratio control valve 118 controls the predetermined hydraulic ratio. Closed control is performed.

By the way, the maximum speed ratio γ _max that is the target speed ratio γ ^* at the start of the vehicle is set to the maximum speed ratio γ _max due to the sudden stop of the vehicle, ABS (anti-lock brake system) operation, or the like. There may be a so-called belt return failure in which the vehicle is stopped and the engine 12 is stopped in a state where the transmission belt 48 does not return to the deceleration position. On the other hand, when a garage shift is performed when the engine 12 is started, even if the transmission control pressure P _RATIO is reduced while the engine is stopped, the above equation (2) is obtained by the closing control by the thrust ratio control valve 118. ), The shift control pressure P _RATIO is only filled, and the solenoid valve DS1 and the solenoid valve DS2 that output the signal oil pressure for switching the clutch apply control valve 112 to the first position are rapidly turned on. It is impossible to control so that the shift control pressure P _RATIO is _fully charged.

Then, when the forward clutch C1 or the reverse brake B1 is engaged and the engine torque T _E is transmitted to the continuously variable transmission 18 by the garage shift is performed when the engine 12 starts, the drive belt 48 is If the V-side groove width of the input-side variable pulley 42 is maximized in the state where it has returned to the maximum deceleration position, even if the shift control pressure P _RATIO is not full, only the belt clamping pressure, that is, the clamping pressure control pressure P _BELT is controlled. Although belt slip does not occur, belt slip may occur if the shift control pressure P _RATIO is not full in a state where a belt return failure has occurred.

Therefore, lowering as described in detail below, the engine torque T _E that drive belt 48 is inputted (transmitted) to the continuously variable transmission 18 when the garage shifting is performed in a state that is not returned to the uppermost deceleration position Therefore, in order to reduce the engine torque T _E that is input (transmitted) to the continuously variable transmission 18 when the garage shifting is done when the engine is started in a state where for example a belt return failure occurs, the drive belt 48 When the garage shift is performed after the engine is started after a belt return failure occurs, for example, when the engine has not returned to the maximum deceleration position, the hydraulic pressure (shift control pressure P _RATIO ) of the input side hydraulic cylinder 42c is not full. In this case, the control hydraulic pressure _PSLT supplied to the forward clutch C1 or the reverse brake B1 is temporarily set to be higher than the hydraulic pressure according to the predetermined rule. The linear solenoid valve SLT is controlled so as to be lowered.

  Specifically, the engine start detection means 162 detects that the engine 12 has been started when the engine is stopped, for example, when an ignition switch or an engine start switch is turned on.

When the engine start detecting unit 162 detects that the engine 12 has been started, the belt return failure determining unit 164 determines whether or not the belt return failure is stopped. For example, the belt return failure determination means 164 determines whether or not the speed ratio γ is the maximum speed ratio γ _max from the input shaft rotational speed N _IN immediately before the vehicle stops and the speed ratio γ is the maximum speed ratio γ _max. When it is determined that the belt is not properly stored, it is stored that the belt return failure is occurring, and based on the stored information, it is determined that the belt is stopped due to the belt return failure when the engine is started.

Garage shift determination unit 166 determines whether or not the garage shifting has been performed based on the lever position P _SH.

The shift control pressure full determination means 168 determines whether or not it is before the shift control pressure P _RATIO is full. For example, in the shift control pressure full determination means 168, an elapsed time t _ES after engine start after the engine start detecting means 162 detects that the engine 12 has been started has passed a predetermined elapsed time t _ES 'or more. Based on whether or not there is, it is determined whether or not it is before the shift control pressure P _RATIO is full. The predetermined elapsed time t _ES ′ is used to determine that the shift control pressure P _RATIO that has been experimentally obtained and stored in advance as a time required from the engine start to the shift control pressure P _RATIO being filled is full. From the relationship (map) between the oil temperature T _CVT stored in advance and the predetermined elapsed time t _ES ′ so that the predetermined elapsed time t _ES ′ becomes longer as the oil temperature T _CVT becomes lower. It is determined based on the oil temperature _TCVT .

When the engine start detection unit 162 detects that the engine 12 has been started, the oil pressure reduction control unit 170 determines that the belt return failure determination unit 164 is stopped due to a belt return failure, and If it is determined by the garage shift determination means 166 that the garage shift has been performed, and the shift control pressure full determination means 168 determines that the shift control pressure P _RATIO is not yet full, the shift control pressure The linear solenoid valve SLT is used so that the control hydraulic pressure P _SLT is temporarily reduced below the hydraulic pressure in accordance with a predetermined rule until it is determined by the charging determination means 168 that the shift control pressure P _RATIO is full. The pressure adjustment command is output to the engagement control means 160. For example, oil pressure control means 170, in order to shut off the engine torque T _E that is input (transmitted) to the continuously variable transmission 18, pressure regulated by the linear solenoid valve SLT as after the garage shift also is neutral state is continued A command is output to the engagement control means 160, and the control hydraulic pressure _PSLT is temporarily reduced so that the forward clutch C1 or the reverse brake B1 to be engaged is released.

In accordance with a command from the hydraulic pressure reduction control means 170, the engagement control means 160 is, for example, a control hydraulic pressure for releasing the forward clutch C1 or the reverse brake B1 to be engaged so that the power transmission path is in the neutral state. The release hydraulic pressure command pclopen is output to the hydraulic pressure control circuit 100 as a command signal SLTDUTY for outputting P _SLT .

The control hydraulic pressure _PSLT for releasing the forward clutch C1 or the reverse brake B1 is a hydraulic pressure at which the forward clutch C1 or the reverse brake B1 does not have an engagement torque capacity. When the linear solenoid valve SLT is operated so that the forward clutch C1 or the reverse brake B1 to be engaged is released according to the release hydraulic pressure command pclopen, for example, the control hydraulic pressure P _SLT is zero or engaged. The hydraulic pressure corresponding to the return spring of the hydraulic actuator of the forward clutch C1 or the reverse brake B1 is adjusted so that the response speed becomes faster.

When the shift control pressure full determination unit 168 determines that the shift control pressure P _RATIO is full, the hydraulic pressure reduction control unit 170 engages the forward clutch C1 or the reverse brake B1 to be engaged. A command for adjusting the control hydraulic pressure P _SLT by the linear solenoid valve SLT is output to the engagement control means 160.

The engagement control unit 160 outputs a control oil pressure P _SLT to control the transitional engagement state of the forward clutch C1 or the reverse brake B1 to be engaged in accordance with a command from the hydraulic pressure reduction control unit 170. As the SLTDUTY, the engagement transient hydraulic command pressure pcltexc is output to the hydraulic control circuit 100 to determine the drive (forward travel, “D” range) or reverse (reverse travel, “R” range). After this drive or reverse is determined, the engagement control means 160 supplies the output hydraulic pressure _PLM2 to the forward clutch C1 or the reverse brake B1 to bring the clutch apply control valve 112 into the second position. with switching to the side, and outputs a control command signal S _a which outputs a signal pressure P _SLT to pressure the line pressure P _L regulated to the hydraulic control circuit 100 switches the clutch pressure mode to the line pressure mode.

In addition to the functions described above, the engine output control means 158 determines whether or not the control hydraulic pressure _PSLT has been temporarily reduced by the hydraulic pressure reduction control means 170 and the accelerator pedal 68 has been depressed based on the accelerator opening Acc. When it is determined by the accelerator depression determination means 172 that the accelerator pedal 68 has been depressed, the belt until the shift control pressure full determination means 168 determines that the shift control pressure P _RATIO is full. the engine torque T _E that is input (transmitted) in order to reduce more reliably the CVT 18 when the return failure garage shift upon starting the engine in a state that occurs has been performed, output by the accelerator pedal 68 Regardless of the increase operation, that is, regardless of the depression operation of the accelerator pedal 68, the output increase of the engine 12 is suppressed.

For example, the engine output control means 158 is an injection that reduces an engine output control command signal S _E for suppressing an increase in the output of the engine 12, for example, a throttle signal for controlling the opening θ _TH of the electronic throttle valve 30 and a fuel injection amount. A signal, an ignition timing signal for controlling the ignition timing, and the like are output alone or in combination to the throttle actuator 76, the fuel injection device 78, and the ignition device 80.

  FIG. 8 is a flowchart for explaining a main part of the control operation of the electronic control unit 50, that is, a control operation for preventing belt slip at the time of a garage shift after starting the engine. It is executed repeatedly with a short cycle time.

  First, in step S1 corresponding to the engine start detection means 162 (hereinafter, step is omitted), it is detected that the engine 12 has been started by turning on, for example, an ignition switch or an engine start switch when the engine is stopped. It is shown that.

Next, in S2 corresponding to the belt return failure determination means 164, it is determined whether or not the vehicle is stopped due to a belt return failure. For example, it is determined whether or not the speed ratio γ is the maximum speed ratio γ _max from the input shaft rotational speed N _IN immediately before the vehicle stops, and it is determined that the speed ratio γ is not the maximum speed ratio γ _max . Sometimes it is stored that a belt return failure is occurring, and it is determined that the vehicle is stopped due to a belt return failure when the engine is started.

If the determination in S2 is negative, this routine is terminated. If the determination is affirmative, in S3 corresponding to the garage shift determination means 166, it is determined whether or not a garage shift has been performed based on the lever position _PSH. Determined. Moreover, when the garage shifting is done at this S3, switches the clutch apply control valve 112 to the first position, the control command signal S _A which outputs a signal pressure P _SLS to pressure the line pressure P _L tone hydraulic It is output to the control circuit 100 and switched from the line pressure mode to the clutch pressure mode.

If the determination in S3 is negative, this routine is terminated. If the determination is affirmative, is it before the shift control pressure P _RATIO is full in S4 corresponding to the shift control pressure full determination means 168? It is determined whether or not. For example, when the elapsed time t _ES after engine start after it is detected in S1 that the engine 12 has been started has not exceeded a predetermined elapsed time t _ES ', the shift control pressure P _RATIO is full. It is determined that it is before.

If the determination in S4 is negative, the forward clutch C1 or the reverse brake B1 to be engaged by the garage shift is engaged in S5 corresponding to the hydraulic pressure lowering control means 170 and the engagement control means 160. In this way, a command for adjusting the control hydraulic pressure P _SLT by the linear solenoid valve _SLT is output, and a command signal SLTDUTY for outputting the control hydraulic pressure P _SLT to control the transient engagement state of the forward clutch C1 or the reverse brake B1. As a result, the engagement transient hydraulic command pressure pcltexc is output to the hydraulic control circuit 100 to determine the drive or reverse. After the drive or reverse is confirmed, the clutch apply control valve 112 is switched to the second position side in order to supply the output hydraulic pressure _PLM2 to the forward clutch C1 or the reverse brake B1 so as to be in the fully engaged state, and the line hydraulic pressure is changed. _A control command signal _SA that outputs a signal pressure P _SLT to regulate the pressure P _L is output to the hydraulic pressure control circuit 100, and the clutch pressure mode is switched to the line pressure mode.

If the determination in S4 is affirmative, the forward clutch C1 or the reverse brake B1 to be engaged by the garage shift is released in S6 corresponding to the hydraulic pressure lowering control means 170 and the engagement control means 160. A command for adjusting the control hydraulic pressure P _SLT by the linear solenoid valve SLT is output so that the forward clutch C1 or the reverse brake B1 is released so that the power transmission path is in the neutral state. _The release hydraulic pressure command pclopen is output to the hydraulic pressure control circuit 100 as a command signal SLTDUTY that outputs _SLT . The hydraulic control circuit 100 operates the linear solenoid valve SLT so that the forward clutch C1 to be engaged or the reverse brake B1 to be engaged is released according to the release hydraulic pressure command pclopen, and the control hydraulic pressure P _{SLT is changed} to the forward clutch C1 or The pressure is adjusted to a hydraulic pressure equivalent to the return spring of the hydraulic actuator of the reverse brake B1.

Next, in S7 corresponding to the accelerator depression determination means 172, whether or not the accelerator pedal 68 is depressed based on the accelerator opening Acc when the control hydraulic pressure _PSLT is temporarily reduced in S6. Is determined.

In S8, if the case where the determination of the 7 is negative is terminated is routine but the result is affirmative corresponding to the engine output control means 158, the engine torque T _E that is input (transmitted) to the continuously variable transmission 18 In order to more reliably reduce the engine output, the output increase of the engine 12 is suppressed regardless of the output increase operation by the accelerator pedal 68. For example, as the engine output control command signal S _E for suppressing the output of the engine 12, the opening degree θ _TH of the electronic throttle valve 30 is closed so that the idle rotation speed N _IDL of the engine 12 is maintained. A throttle signal is output to the throttle actuator 76.

As described above, according to the present embodiment, when the shift control pressure P _RATIO is not full when the garage shift is performed in a state where the transmission belt 48 has not returned to the maximum deceleration position, the forward clutch Since the linear solenoid valve SLT is controlled by the hydraulic pressure lowering control means 170 so as to temporarily lower the control hydraulic pressure _PSLT supplied to the C1 or the reverse brake B1 to be lower than the hydraulic pressure according to the predetermined rule, the engine torque T _E is reduced to be inputted (transmitted) to the continuously variable transmission 18, the drive belt 48 is a belt slip when the garage shifting is performed in a state that is not returned to the uppermost deceleration position is suppressed.

Further, according to the present embodiment, the control oil pressure _PSLT is temporarily reduced by the oil pressure reduction control means 170 so that the neutral state is continued even after the garage shift, and therefore input (transmission) to the continuously variable transmission 18. When the garage shift is performed in a state where the transmitted engine torque _TE is interrupted and the transmission belt 48 is not returned to the maximum deceleration position, the belt slip is prevented.

Further, according to the present embodiment, the control oil pressure P _SLT is temporarily reduced by the oil pressure reduction control means 170 after the engine is stopped due to the belt return failure, so that the belt return failure occurs. Belt slip when a garage shift is performed at the time of engine start is suppressed or prevented.

Further, according to this embodiment, the control oil pressure P _SLT is temporarily reduced by the oil pressure reduction control means 170 until the shift control pressure P _RATIO is filled after the elapse of the predetermined elapsed time t _ES ′. Belt slippage when a garage shift is performed at the time of engine start in a state where a belt return failure has occurred is suppressed or prevented.

That is, according to this embodiment, if the shift control pressure P _RATIO is not full when the garage shift is performed after starting the engine that is stopped due to a bad belt return, the shift control pressure P _RATIO is full. In the _meantime , the hydraulic pressure reduction control means 170 linearly controls the linear solenoid valve so that the control hydraulic pressure _PSLT supplied to the forward clutch C1 or the reverse brake B1 is temporarily reduced below the hydraulic pressure according to a predetermined rule. since SLT is controlled, the belt when the garage shifting is done when the engine is started in a state where the return belt is allowed engine torque T _E is reduced to be inputted (transmitted) to the continuously variable transmission 18 failure occurs Slip is suppressed.

Further, according to this embodiment, when the control oil pressure _PSLT is temporarily reduced by the oil pressure reduction control means 170, the engine output control means 158 outputs the engine 12 regardless of the output increase operation by the accelerator pedal 68. since the increase is suppressed, when the garage shifting is done when the engine is started in a state where the return increase is allowed to suppress the belt of the engine torque T _E that is input (transmitted) to the continuously variable transmission 18 failure occurs The belt slip is more reliably suppressed or prevented.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

For example, in the above-described embodiment, the shift control pressure full determination unit 168 determines whether or not the shift control pressure P _RATIO is full before the elapsed time t _ES after engine start is equal to or greater than the predetermined elapsed time t _ES ′. Although the determination is based on whether or not the time has elapsed, the present invention is not limited to this, and various modes are possible as long as it is possible to determine whether the shift control pressure _PRATIO is full. For example, a hydraulic switch which is turned on when it detects the detection sensors and the predetermined pressure or more shift control pressure P _RATIO shift control pressure P _RATIO provided, the shift control圧充full determination unit 168, the transmission detected by the sensor When the control pressure P _RATIO is less than a predetermined pressure or when the hydraulic switch is not turned on, it may be determined that the shift control pressure P _RATIO is not full.

For example, the input shaft rotation speed N _IN and the related target input shaft rotation speed N _IN ^* in the above-described embodiment are replaced with the input shaft rotation speed N _{IN and the} like, and the engine rotation speed _NE and the related target. The engine rotational speed N _E ^* or the like, or the turbine rotational speed _NT or a target turbine rotational speed _NT ^* related thereto may be used. Accordingly, a rotational speed sensor such as the input shaft rotational speed sensor 56 may be appropriately provided in accordance with the rotational speed that needs to be controlled.

  In the above-described embodiment, the torque converter 14 provided with the lock-up clutch 26 is used as the fluid transmission device. However, the lock-up clutch 26 is not necessarily provided. In addition, other fluid type power transmission devices such as a fluid coupling (fluid coupling) having no torque amplification function may be used.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

1 is a skeleton diagram illustrating a vehicle drive device to which the present invention is applied. It is a block diagram explaining the principal part of the control system provided in the vehicle in order to control the vehicle drive device etc. of FIG. FIG. 4 is a main part hydraulic circuit diagram showing a part related to belt clamping pressure control of a continuously variable transmission, gear ratio control, and engagement hydraulic control of a forward clutch or a reverse brake accompanying operation of a shift lever in the hydraulic control circuit. It is a figure which shows an example of the shift map used when calculating | requiring a target input rotational speed in the shift control of a continuously variable transmission. It is a figure which shows an example of the required hydraulic pressure map which calculates | requires required hydraulic pressure according to gear ratio etc. in the clamping pressure control of a continuously variable transmission. FIG. 5 is a diagram showing an example of a relationship that is obtained and stored in advance between a gear ratio and a thrust ratio with a vehicle speed as a parameter and is set so that a thrust ratio larger than a thrust ratio corresponding to a maximum gear ratio is possible. is there. It is a functional block diagram explaining the principal part of the control function of the electronic control apparatus of FIG. FIG. 3 is a flowchart for explaining a main part of the control operation of the electronic control device of FIG.

Explanation of symbols

12: Engine (power source for running)
18: continuously variable transmission 24: drive wheel 42c: input side hydraulic cylinder (actuator)
50: Electronic control device (control device)
68: Accelerator pedal (output operation member)
112: Clutch apply control valve (switching valve)
114: Gear ratio control valve UP (speed ratio control valve)
116: Transmission ratio control valve DN (transmission ratio control valve)
158: Engine output control means (power source output control means)
170: Hydraulic pressure drop control means SLT: Linear solenoid valve (first solenoid valve)
DS1, DS2: Solenoid valve (second solenoid valve)
C1: Forward clutch (hydraulic engagement device)
B1: Reverse brake (hydraulic engagement device)

Claims (4)

In a vehicle in which a belt-type continuously variable transmission is disposed on a power transmission path between a driving power source and driving wheels, power is transmitted through the power transmission path between the driving power source and the continuously variable transmission. A hydraulic engagement device that can be switched between a transmission enabled state and a power transmission cut-off state, and a hydraulic supply oil path to the hydraulic engagement device is controlled in a transient engagement state of the hydraulic engagement device For this purpose, a first oil passage for supplying a first oil pressure regulated by a first solenoid valve in accordance with a predetermined rule and a second oil pressure for bringing the hydraulic engagement device into a fully engaged state are supplied. A switching valve that switches to one of the second oil passages based on the signal hydraulic pressure from the second electromagnetic valve, and the hydraulic pressure to the actuator for changing the gear ratio of the continuously variable transmission. A gear ratio control valve that is controlled based on the signal oil pressure from the solenoid valve, When a garage shift that is shifted to the travel position is performed, a signal oil pressure for switching the switching valve to the first oil passage is output from the second electromagnetic valve, and the first oil passage is also supplied to the first oil passage. A vehicle control device that supplies hydraulic pressure to the actuator via the transmission ratio control valve so that the continuously variable transmission has a predetermined transmission ratio regardless of the signal hydraulic pressure for switching,
When the oil pressure of the actuator is not full when the garage shift is performed in a state where the belt of the continuously variable transmission does not return to the most decelerated position for setting the transmission ratio to the maximum transmission ratio, Along with the garage shift, the first hydraulic pressure is adjusted to a hydraulic pressure according to the predetermined rule by the first solenoid valve, and the hydraulic engagement device is controlled from the released state to the engaged state. Instead of controlling the first solenoid valve until the hydraulic pressure of the actuator is filled with the hydraulic pressure supplied to the actuator in accordance with the garage shift, the power transmission is performed even after the garage shift. A vehicle comprising: a hydraulic pressure lowering control means for temporarily adjusting the first hydraulic pressure to a low hydraulic pressure having no torque capacity so that the shut-off state is continued. The control device.   The hydraulic pressure lowering control means temporarily applies the first hydraulic pressure after the travel power source is started after the travel power source is stopped in a state where the belt of the continuously variable transmission has not returned to the maximum deceleration position. 2. The vehicle control device according to claim 1, wherein the pressure is adjusted to the low hydraulic pressure.   The hydraulic pressure lowering control means passes from the start of the driving power source until the hydraulic pressure of the actuator is full until the hydraulic pressure of the actuator is full after a predetermined elapsed time has been obtained in advance. The vehicle control device according to claim 1 or 2, wherein the first hydraulic pressure is temporarily adjusted to the low hydraulic pressure.   When the first hydraulic pressure is temporarily adjusted to the low hydraulic pressure by the hydraulic pressure lowering control means, a power source output that suppresses an increase in the output of the traveling power source regardless of an output increasing operation by the output operation member. The vehicle control device according to any one of claims 1 to 3, further comprising a control means.

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