JP4897639B2 - Control device for continuously variable transmission - Google Patents

Control device for continuously variable transmission Download PDF

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JP4897639B2
JP4897639B2 JP2007265878A JP2007265878A JP4897639B2 JP 4897639 B2 JP4897639 B2 JP 4897639B2 JP 2007265878 A JP2007265878 A JP 2007265878A JP 2007265878 A JP2007265878 A JP 2007265878A JP 4897639 B2 JP4897639 B2 JP 4897639B2
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engagement
time
gear
continuously variable
variable transmission
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JP2009092210A (en
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博彦 戸塚
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本田技研工業株式会社
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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H2061/6604Special control features generally applicable to continuously variable gearings
    • F16H2061/6608Control of clutches, or brakes for forward-reverse shift
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/76Transmission of mechanical power

Description

  The present invention relates to a control device for a continuously variable transmission.

Conventionally, a control device for a continuously variable transmission, more specifically, an electromagnetic valve abnormality countermeasure in a control device for a continuously variable transmission that outputs the rotation of an internal combustion engine via a torque converter, a forward / reverse switching device, and a continuously variable transmission. Examples of the technique include the technique described in Patent Document 1.
JP 2000-329228 A

  In the technique described in Patent Document 1, when the pressure adjustment valve that adjusts the engagement capacity (slip pressure) of the lockup clutch is determined to be out of order, the lockup control is stopped. Because it is not configured to detect and deal with abnormalities that do not lead to failure, it takes time to be canceled, during which time inconveniences such as stalling (stopping) of the internal combustion engine occur at low vehicle speeds There was a fear.

  Accordingly, an object of the present invention is to solve the above-mentioned disadvantages, and in a continuously variable transmission control device for outputting the rotation of an internal combustion engine via a torque converter, a forward / reverse switching device and a continuously variable transmission, a lockup clutch and a forward clutch. It is an object of the present invention to provide a control device for a continuously variable transmission that quickly detects an abnormality of an electromagnetic valve that adjusts the engagement capacity of the gear and changes the engagement region.

In order to achieve the above object, according to a first aspect of the present invention, a torque converter having a lock-up clutch, a forward / reverse switching device having a forward clutch, and a continuously variable transmission are provided, and the internal combustion engine is rotated. In the control device for the continuously variable transmission that outputs the torque converter, the forward / reverse switching device, and the continuously variable transmission, an oil of a hydraulic mechanism that supplies hydraulic pressure to the lockup clutch, the forward clutch, and the continuously variable transmission. An electromagnetic valve that is inserted in the road and adjusts the engagement capacity of the lock-up clutch and the forward clutch, and an in-gear that measures an in-gear time until the forward clutch is engaged after a travel position is selected and time measuring means, when the measured in-gear time is less than the first threshold value, and an electromagnetic valve abnormality detecting means for detecting an abnormality of the electromagnetic valve, the electric When an abnormality of the valve is detected, and as configured and a lock-up clutch engagement region changing means for inhibiting engagement of the lock-up clutch in the low vehicle speed region.

In the control system of the continuously variable transmission according to claim 2, and a pre-Symbol measured in-gear time first, in-gear time comparison means for comparing the second or third threshold, said lock-up clutch Engagement time measurement means for measuring the engagement time until the engagement is performed, engagement time comparison means for comparing the measured engagement time with a predetermined value, and in-gear time comparison means by the in-gear time comparison means . When it is determined that the engagement time comparison means determines that the engagement time is less than a predetermined value , the engagement command value for the lockup clutch is It was composed as comprising an engagement command value changing means for changing the reduced pressure side.

In the control system of the continuously variable transmission according to claim 3, wherein the engagement command value change means, third the in-gear time by prior SL-gear time comparison means is set longer than the second threshold while it is determined to be equal to or greater than threshold, when the engagement time is determined to be equal to or higher than a predetermined value by the engagement time comparison means, and as configured to change the engagement command value to the pressure increasing.

In the control device for a continuously variable transmission according to claim 1, when the in-gear time until the forward clutch is engaged after the traveling position is selected is less than the first threshold value , the electromagnetic valve When an abnormality is detected, the engagement of the lock-up clutch in the low vehicle speed range is prohibited , so that the electromagnetic valve abnormality is not caused by a failure of the valve itself but by a hydraulic response. By making the determination, the abnormality can be detected quickly, and the engagement region is changed accordingly, for example, the lockup clutch is prohibited from engaging in the low vehicle speed region, thereby preventing the internal combustion engine from stalling.

In the control device for continuously variable transmission according to claim 2, the in-gear time is compared with the first, second or third threshold value, and the engagement time until the lock-up clutch is engaged. When the in- gear time is determined to be greater than or equal to the first threshold value and less than the second threshold value, and the engagement time is determined to be less than the predetermined value, the lockup clutch is engaged. Owing to this arrangement changes the command value to the reduced pressure side, in addition to the effects mentioned above, since the sudden inertia changes may prevent when the lock-up clutch is engaged, the input torque of the continuously variable transmission becomes excessive The continuously variable transmission can be effectively protected, and an unpleasant shock or the like is not given to the occupant when the lockup clutch is engaged.

  Also, variations in hydraulic response due to endurance deterioration and manufacturing variations can be absorbed by changing the hydraulic command, thereby further improving running feeling.

Predetermined In the control system of the continuously variable transmission according to claim 3, the in-gear time is determined as the third threshold value or more that is longer than the second threshold value, the engagement time When it is determined that the value is greater than or equal to the value , the engagement command value is changed to the pressure increasing side, so that in addition to the above-described effects, the supply hydraulic pressure can be increased to improve the responsiveness and promote the engagement .

  The best mode for carrying out a continuously variable transmission control apparatus according to the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is a schematic diagram showing the overall control device of a continuously variable transmission according to an embodiment of the present invention.

  In FIG. 1, reference numeral 10 indicates an internal combustion engine (hereinafter referred to as “engine”). The engine 10 is mounted on a vehicle (partially indicated by drive wheels W).

  A throttle valve (not shown) arranged in the intake system of the engine 10 is mechanically disconnected from an accelerator pedal (not shown) arranged in the vehicle driver's seat, and is a DBW (actuator) such as an electric motor. Drive By Wire) mechanism 16 is connected and driven.

  The intake air metered by the throttle valve flows through an intake manifold (not shown) and mixes with fuel injected from an injector (fuel injection valve) 20 near the intake port of each cylinder to form an air-fuel mixture, When an intake valve (not shown) is opened, it flows into a combustion chamber (not shown) of the cylinder. In the combustion chamber, the air-fuel mixture is ignited and combusted, and after driving a piston (not shown) to rotate the crankshaft 22, exhaust gas is discharged outside the engine 10.

  The rotation of the crankshaft 22 of the engine 10 is input to the transmission 26 via the torque converter 24. In other words, the crankshaft 22 is connected to the pump / impeller 24a of the torque converter 24, while the turbine runner 24b disposed opposite thereto and receiving fluid (hydraulic oil) is connected to the main shaft (mission input shaft) MS. .

  The transmission 26 includes a continuously variable transmission (hereinafter referred to as “CVT”), and includes a drive pulley 26a disposed on the main shaft MS and a driven pulley 26b disposed on a counter shaft CS parallel to the main shaft MS. And a metal belt 26c hung between them.

  The drive pulley 26a includes a fixed pulley half 26a1 disposed on the main shaft MS and a movable pulley half 26a2 that can move relative to the fixed pulley half 26a1 in the axial direction. The driven pulley 26b includes a fixed pulley half 26b1 fixed to the countershaft CS and a movable pulley half 26b2 that can move relative to the fixed pulley half 26b1 in the axial direction.

  The CVT 26 is connected to the forward / reverse switching device 30. The forward / reverse switching device 30 includes a forward clutch 30a, a reverse brake 30b, and a planetary gear mechanism 30c disposed therebetween.

  In the planetary gear mechanism 30c, the sun gear 30c1 is fixed to the main shaft MS, and the ring gear 30c2 is fixed to the fixed pulley half 26a1 of the drive pulley 26a via the forward clutch 30a.

  A pinion 30c3 is disposed between the sun gear 30c1 and the ring gear 30c2. Pinion 30c3 is coupled to sun gear 30c1 by carrier 30c4. The carrier 30c4 is fixed (locked) when the reverse brake 30b is operated.

  The rotation of the counter shaft CS is transmitted to the secondary shaft SS via the reduction gears 34 and 36, and the rotation of the secondary shaft SS is transmitted to the left and right drive wheels (tires, only shown on the right side) W via the gear 40 and the differential D. It is done. A disc brake 42 is disposed in the vicinity of the drive wheel W.

  Switching between the forward clutch 30a and the reverse brake 30b is performed by the driver operating a shift lever 44 provided at a vehicle driver's seat, for example, having positions P, R, N, D, S, and L. When any position of the shift lever 44 is selected by the driver, the selection operation is transmitted to a manual valve of a hydraulic mechanism (described later) such as the CVT 26.

  For example, when the D, S, and L positions are selected, the spool of the manual valve moves accordingly, and hydraulic oil (hydraulic pressure) is discharged from the piston chamber of the reverse brake 30b, while hydraulic pressure is discharged to the piston chamber of the forward clutch 30a. Is supplied and the forward clutch 30a is engaged.

  When the forward clutch 30a is engaged, all gears rotate together with the main shaft MS, and the drive pulley 26a is driven in the same direction (forward direction) as the main shaft MS.

  On the other hand, when the R position is selected, hydraulic oil is discharged from the piston chamber of the forward clutch 30a, while hydraulic pressure is supplied to the piston chamber of the reverse brake 30b, and the reverse brake 30b is operated. As a result, the carrier 30c4 is fixed, the ring gear 30c2 is driven in the opposite direction to the sun gear 30c1, and the drive pulley 26a is driven in the opposite direction (reverse direction) to the main shaft MS.

  When the P or N position is selected, the hydraulic oil is discharged from both piston chambers, the forward clutch 30a and the reverse brake 30b are both released, and the power transmission through the forward / reverse switching device 30 is cut off. Power transmission between the engine 10 and the drive pulley 26a of the CVT 26 is interrupted.

  FIG. 2 is a hydraulic circuit diagram schematically showing a hydraulic mechanism such as the CVT 26 described above.

  As shown in the figure, a hydraulic pump 46a is provided in the hydraulic mechanism (indicated by reference numeral 46). The hydraulic pump 46a is a gear pump, is driven by the engine 10, pumps up hydraulic oil stored in the reservoir 46b, and pumps it to a PH control valve (PH REG VLV) 46c.

  On the other hand, the output (PH pressure (line pressure)) of the PH control valve 46c is supplied from the oil passage 46d via the first and second regulator valves (DR REG VLV, DN REG VLV) 46e, 46f. Are connected to the piston chamber (DR) 26a21 of the movable pulley half 26a2 and the piston chamber (DN) 26b21 of the movable pulley half 26b2 of the driven pulley 26b, and on the other hand, the CR valve (CR VLV) via the oil passage 46g. 46h.

  The CR valve 46h reduces the PH pressure to generate a CR pressure (control pressure), and the first, second, and third linear solenoid valves (electromagnetic valves) 46j, 46k, 46l (LS-DR, LS-DN, LS-CPC). The first and second linear solenoid valves 46j and 46k act on the first and second regulator valves 46e and 46f with the output pressure determined according to the excitation of the solenoids, and thus the PH pressure sent from the oil passage 46d. Is supplied to the piston chambers 26a21 and 26b21 of the movable pulley halves 26a2 and 26b2, and a pulley side pressure is generated accordingly.

  Therefore, in the configuration shown in FIG. 1, the pulley side pressure that moves the movable pulley halves 26a2 and 26b2 in the axial direction is generated, the pulley widths of the drive pulley 26a and the driven pulley 26b change, and the winding radius of the belt 26c changes. Changes. Thus, by adjusting the side pressure of the pulley, the transmission gear ratio for transmitting the output of the engine 10 to the drive wheels W can be changed steplessly.

  Returning to the description of FIG. 2, the output (CR pressure) of the CR valve 46h is also connected to a CR shift valve (CR SFT VLV) 46n, and from there through the above-described manual valve (MAN VLV, indicated by reference numeral 46o). The forward clutch 30a of the forward / reverse switching device 30 is connected to a piston chamber (FWD) 30a1 and a piston chamber (RVS) 30b1 of the reverse brake 30b.

  As described with reference to FIG. 1, the manual valve 46o outputs the output of the CR shift valve 46n according to the position of the shift lever 44 operated (selected) by the driver, and the piston chambers 30a1 of the forward clutch 30a and the reverse brake 30b. Connect to one of 30b1.

  The output of the PH control valve 46c is sent to the TC regulator valve (TC REG VLV) 46q via the oil passage 46p, and the output of the TC regulator valve 46q is LC shifted via the LC control valve (LC CTL VLV) 46r. Connected to valve (LC SFT VLV) 46s. The output of the LC shift valve 46s is connected on the one hand to the piston chamber 24c1 of the lock-up clutch 24c of the torque converter 24, and on the other hand to the backside chamber 24c2.

  The CR shift valve 46n and the LC shift valve 46s are connected to first and second (electromagnetic) on / off solenoids (SOL-A, SOL-B) 46u and 46v, and the oil to the forward clutch 30a is excited or de-energized. Switching of the road and engagement (engaged, on) / release (non-engaged, off) of the lockup clutch 24c are controlled.

  Regarding the lock-up clutch 24c, the hydraulic oil is supplied to the piston chamber 24c1 via the LC shift valve 46s, while the lock-up clutch 24c is engaged (engaged, turned on) when discharged from the rear chamber 24c2. While being supplied to the chamber 24c2 on the back side, it is released (not fastened, off) when discharged from the piston chamber 24c1. The slip amount of the lock-up clutch 24c, that is, the engagement capacity when the lock-up clutch 24c is slipped between engagement and release is determined by the amount of hydraulic oil (hydraulic pressure) supplied to the piston chamber 24c1 and the rear chamber 24c2. The

  The third linear solenoid 46l described above is connected to the LC shift valve 46s via the oil passage 46w and the LC control valve 46r, and further connected to the CR shift valve 46n via the oil passage 46x. That is, the engagement capacity (slip amount) of the forward clutch 30a and the lockup clutch 24c is adjusted (controlled) by the excitation / non-excitation of the solenoid of the third linear solenoid valve 46l.

  Returning to the description of FIG. 1, a crank angle sensor 48 is provided at an appropriate position such as near the cam shaft (not shown) of the engine 10 and outputs a signal indicating the engine speed NE for each predetermined crank angle position of the piston. To do. In the intake system, an absolute pressure sensor 50 is provided at an appropriate position downstream of the throttle valve, and outputs a signal proportional to the intake pipe absolute pressure (engine load) PBA.

  The actuator of the DBW mechanism 16 is provided with a throttle opening sensor 52 and outputs a signal proportional to the throttle opening TH through the amount of rotation of the actuator, and an accelerator opening sensor 54 is provided in the vicinity of the accelerator pedal. A signal proportional to the accelerator opening AP corresponding to the accelerator pedal operation amount is output.

  Further, a water temperature sensor 56 is provided in the vicinity of a cooling water passage (not shown) of the engine 10 to generate an output corresponding to the engine cooling water temperature TW, in other words, the temperature of the engine 10, and the intake air temperature in the intake system. A sensor 58 is provided and generates an output corresponding to the intake air temperature (outside air temperature) taken into the engine 10.

  The output of the crank angle sensor 48 and the like described above is sent to the engine controller 60. The engine controller 60 includes a microcomputer, determines the target throttle opening based on the sensor outputs, controls the operation of the DBW mechanism 16, and determines the fuel injection amount to drive the injector 20.

  The main shaft MS is provided with an NT sensor (rotational speed sensor) 62, which determines the rotational speed of the turbine runner 24b, specifically the rotational speed of the main shaft MS, more specifically the input shaft rotational speed of the forward clutch 30a. The pulse signal shown is output.

  An NDR sensor (rotational speed sensor) 64 is provided at an appropriate position in the vicinity of the drive pulley 26a of the CVT 26 to output a pulse signal corresponding to the rotational speed of the drive pulley 26a, in other words, the output shaft rotational speed of the forward clutch 30a. At the same time, an NDN sensor (rotational speed sensor) 66 is provided at an appropriate position near the driven pulley 26b to output a pulse signal indicating the rotational speed of the driven pulley 26b.

  A VEL sensor (rotational speed sensor) 70 is provided in the vicinity of the gear 36 of the secondary shaft SS and outputs a pulse signal indicating the vehicle speed through the rotational speed of the gear 36. A shift lever position sensor 72 is provided in the vicinity of the shift lever 44 described above, and outputs a POS signal corresponding to a position such as R, N, or D selected by the driver.

  The output of the NT sensor 62 and the like described above is sent to the shift controller 74 including the outputs of other sensors (not shown). The shift controller 74 also includes a microcomputer and is configured to be able to communicate with the engine controller 60. The shift controller 74 includes a warning lamp 74a.

  Based on these detected values, the shift controller 74 selects one of the first and second on / off solenoids 46u and 46v of the hydraulic mechanism 46 and the first, second and third linear solenoid valves 46j, 46k and 46l. The operation of the forward / reverse switching device 30, the CVT 26 and the torque converter 24 is controlled by exciting / de-energizing the electromagnetic solenoid.

  Further, the shift controller 74 detects an abnormality of the third linear solenoid valve 46l and executes an operation such as changing the engagement region of the lockup clutch 24c.

  FIG. 3 is a flowchart showing the operation of the shift controller 74. The illustrated program is executed by the shift controller 74 at a predetermined time, for example, every 10 msec during in-gear.

  In the following description, it is determined in S10 whether or not an in-gear position operation has been performed by the driver, that is, whether or not a travel position such as positions N to D has been selected (changed) from the output of the shift lever position sensor 72.

  When the result in S10 is affirmative, the program proceeds to S12 and measures the in-gear time Ti, that is, the time until the forward clutch 30a is engaged after the travel position such as D is selected.

  Whether or not the forward clutch 30a is engaged is determined whether or not the difference between the rotational speed of the main shaft MS detected from the NT sensor 62 and the rotational speed of the drive pulley detected from the NDR sensor 64 is within a predetermined range. Judge from. If the result in S10 is negative, the process in S12 is skipped.

  Next, in S14, the measured in-gear time Ti is compared with a threshold value. More specifically, the in-gear time Ti is compared with three threshold values that are appropriately set, which are t1 (for example, 0.5 sec), t2 (for example, 1.0 sec), and t3 (for example, 2.0 sec) in ascending order. To do.

  When it is determined in S14 that the in-gear time Ti <t1, it is determined that the in-gear time Ti is abnormally early (abnormally short), and the process proceeds to S16, where the third linear solenoid valve 46l is detected (determined) as abnormal and low. Engagement of the lock-up clutch 24c of the torque converter 24 in the vehicle speed region is prohibited.

  That is, in a low vehicle speed range (specifically, a range of less than 5 km / h), engagement (engagement, on) / release (non-engagement, off) of the lockup clutch 24c and engagement capacity (slip) control between them are controlled. Is prohibited together. This is because the engine 10 may stall.

  Prohibiting the engagement of the lockup clutch 24c in the low vehicle speed region in this way means removing it from the engagement region, in other words, changing the engagement region. The threshold value t1 is set by selecting in advance a value sufficient to detect such an abnormality.

  The same determination is made in a fail determination routine (not shown), and it is determined whether the value is shorter than the in-gear time Ti <t1, for example, less than 0.3 sec. If the result is affirmative, the third linear solenoid valve 46l is failed. Determination is made, power supply to the power supply is stopped, and the warning lamp 74a is turned on.

  Next, in S18, the engagement command value of the lockup clutch 24c is changed to the pressure reducing side. That is, since it is estimated that the time until the engagement is abnormally early, when the engagement command is issued in the high vehicle speed region at the above-mentioned low vehicle speed or higher, the energization command value for the third linear solenoid valve 46l Is changed to the pressure reducing side where the supply hydraulic pressure decreases, in other words, the delaying side.

  This is because, in the case of S14, the lock-up clutch 24c is instantly engaged and disengaged, and as a result, an unpleasant shock is given to the occupant as it is, so that it is changed to the decompression side to prevent the shock.

  Next, in S20, the engagement time Tl (more precisely, in the middle and high vehicle speed range) of the lockup clutch 24c is measured. The engagement time Tl means a time Tl until the lockup clutch 24c is engaged. Specifically, this value is a torque converter slip rate detected by the turbine runner rotational speed NT / the engine rotational speed NE. This is done by measuring the time to converge to the torque converter slip rate.

On the other hand, when it is determined in S14 that the in-gear time Ti is in a relationship of t 2 > Ti ≧ t 1 , the process proceeds to S22, where it is determined that the in-gear time Ti is early but not so abnormal that the lock-up clutch 24c Engagement / release and engagement displacement (slip) control between them are continued.

  Next, the process proceeds to S24, and among the measured values, a first predetermined value for appropriately setting the engagement time Tl of the lockup clutch 24c in the high vehicle speed region (for example, 0.5 sec to 1.0 sec selected according to the driving state). To determine whether the engagement time of the lockup clutch 24c is early.

  When the result in S24 is affirmative, the process proceeds to S26, and the engagement command value of the lockup clutch 24c is changed to the pressure reducing side for the same reason as in the process of S18. Next, in S20, the engagement time Tl of the lockup clutch 24c is measured again.

If it is determined in S14 that the in-gear time Ti is in a relationship of t 3 > Ti ≧ t 2 , the process proceeds to S28, where the in-gear time Ti is determined to be normal, and the lockup clutch 24c is engaged / released and The engagement capacity (slip) control is continued together.

  Next, in S30, the engagement command value of the lockup clutch 24c is not changed to normal, that is, the pressure reducing side or the pressure increasing side. The same applies to the case where the determination is negative in S24. Next, in S20, the engagement time Tl of the lockup clutch 24c is measured.

Further, when it is determined in S14 that the in-gear time Ti is in a relationship of t 4 > Ti ≧ t 3 , the process proceeds to S32, where it is determined that the in-gear time Ti is late, and the engagement / release of the lock-up clutch 24c and the interval therebetween The engagement capacity (slip) control is continued together.

  Next, in S34, the measured engagement time Tl of the lock-up clutch 24c is compared with a second predetermined value (for example, 3.0 sec) that is set as appropriate, which is longer, that is, the engagement time of the lock-up clutch 24c. It is determined whether Tl is late.

  When the result in S34 is affirmative, the program proceeds to S36, and the engagement command value of the lockup clutch 24c is changed to the pressure increasing side. That is, the supply hydraulic pressure is increased to increase the responsiveness and promote the engagement. If the result in S34 is NO, the program proceeds to S30.

As described above, this embodiment includes the torque converter 24 having the lock-up clutch 24c, the forward / reverse switching device 30 having the forward clutch 30a, and the CVT (continuously variable transmission) 26, and an engine ( In the control device (shift controller 74) of the CVT 26 that outputs the rotation of the internal combustion engine 10 via the torque converter 24, the forward / reverse switching device 30 and the CVT 26, the lockup clutch 24c, the forward clutch 30a and the CVT 26 are hydraulically A linear solenoid valve (electromagnetic valve) 46l that is inserted in an oil passage 46i of a hydraulic mechanism 46 that supplies (hydraulic oil) and adjusts the engagement capacity of the lockup clutch 24c and the forward clutch 30a, and a travel position are selected. And then in-gear until the forward clutch 30a is engaged. And-gear time measuring means for measuring a Ti (S10, S12), when the measured in-gear time is less than the first threshold value t1, the electromagnetic valve abnormality detecting means for detecting an abnormality of the linear solenoid valve 46l (S14 ) And lockup clutch engagement region changing means (S16) for prohibiting engagement of the lockup clutch 24c in the low vehicle speed region when an abnormality of the linear solenoid valve 46l is detected.

  As a result, the abnormality of the linear solenoid valve 46l is determined not by the failure of the valve itself but by the hydraulic response, so that the abnormality can be detected quickly, and the engagement region is changed accordingly, for example, the low vehicle speed The stall of the engine 10 can be prevented by prohibiting the engagement of the lockup clutch 24c in the region.

Further, the prior SL measured in-gear time Ti first, second or third threshold t1, t2, t3 are compared with the in-gear time comparison means (S14), the lock-up clutch 24c is engaged Engagement time measuring means (S20) for measuring the engagement time Tl until and engagement time comparison means (S24) for comparing the measured engagement time Tl with a predetermined value (first and second predetermined values). , and S34), the with-gear time is determined with a first threshold value t1 but less than the second threshold t2 by-gear time comparison means, said engaging time comparison means (S24) by the engagement time Tl as configuration including but the time, the lock-up clutch 24c engage command value changing means for changing the reduced pressure side of the engagement command value (S26, S36) and it is determined that less than the predetermined value (first predetermined value) So Since a sudden change in inertia when the lockup clutch 24c is engaged can be prevented, the input torque of the CVT 26 can be prevented from becoming excessively large, and the CVT 26 can be effectively protected, and the lockup clutch 24c can be protected. No uncomfortable shock or the like is given to the occupant when engaged.

  Also, variations in hydraulic response due to endurance deterioration and manufacturing variations can be absorbed by changing the hydraulic command, thereby further improving running feeling.

Further, the engagement command value changing unit, together with the in-gear time by prior SL-gear time comparison means is determined that the third threshold value t 3 or more, which is longer than the second threshold t2, the When the engagement time comparing means determines that the engagement time is equal to or greater than the second predetermined value , the engagement command value is changed to the pressure increasing side (S14, S34, S36), so the supply hydraulic pressure is increased. Thus, the responsiveness can be improved and the engagement can be promoted .

  In the above description, the threshold value and the predetermined value used in the comparison in S14 are different values, but they may be the same.

  In the above description, the structure of the CVT 26 or the forward / reverse switching device 30 is an exemplification, and the present invention is not limited thereto.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram showing an overall control device for a continuously variable transmission according to an embodiment of the present invention. FIG. 2 is a hydraulic circuit diagram schematically showing a hydraulic mechanism such as a continuously variable transmission shown in FIG. 1. It is a flowchart which shows operation | movement of the apparatus shown in FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 Internal combustion engine (engine), 14 Vehicle, 16 DBW mechanism, 24 Torque converter, 24c Lockup clutch, 26 Continuously variable transmission (CVT), 30 Forward / reverse switching device, 30a Forward clutch (clutch), 46 Hydraulic mechanism, 46l Solenoid valve (third linear solenoid valve), 46s switching valve (LC shift valve), 60 engine controller, 74 shift controller, W drive wheel (tire)

Claims (3)

  1. A torque converter having a lock-up clutch, a forward / reverse switching device having a forward clutch, and a continuously variable transmission, and outputting the rotation of the internal combustion engine via the torque converter, the forward / reverse switching device and the continuously variable transmission In the control device for the continuously variable transmission,
    a. An electromagnetic valve that is inserted in an oil passage of a hydraulic mechanism that supplies hydraulic pressure to the lockup clutch, the forward clutch, and the continuously variable transmission, and that adjusts the engagement capacity of the lockup clutch and the forward clutch;
    b. In-gear time measuring means for measuring an in-gear time until the forward clutch is engaged after a travel position is selected;
    c. An electromagnetic valve abnormality detecting means for detecting an abnormality of the electromagnetic valve when the measured in-gear time is less than a first threshold;
    d. Lockup clutch engagement region changing means for prohibiting engagement of the lockup clutch in a low vehicle speed region when an abnormality of the electromagnetic valve is detected;
    A control device for a continuously variable transmission.
  2. e . And-gear time comparison means for comparing the in-gear is pre-Symbol measurement time and the first, second or third threshold value,
    f . Engagement time measuring means for measuring an engagement time until the lockup clutch is engaged;
    g . Engagement time comparison means for comparing the measured engagement time with a predetermined value;
    h . Wherein with in-gear time is determined as the second below the threshold above the first threshold value by the in-gear time comparison means, when the engagement time is determined less than the predetermined value by the engagement time comparison means, engaging command value changing means for changing the engagement command value of the lock-up clutch to decrease pressure side,
    The continuously variable transmission control device according to claim 1, further comprising:
  3. The engagement command value changing unit, together with in-gear time is determined as the third threshold value or more that is longer than the second threshold value by the previous SL-gear time comparison means, said engaging time comparison means 3. The continuously variable transmission control device according to claim 2 , wherein when the engagement time is determined to be equal to or greater than a predetermined value , the engagement command value is changed to a pressure increasing side.
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JP5035209B2 (en) * 2008-10-15 2012-09-26 トヨタ自動車株式会社 Vehicle failure determination device
JP2010265910A (en) * 2009-05-12 2010-11-25 Toyota Motor Corp Device, method and program for determining failure of control valve
CN102939476B (en) * 2009-07-22 2014-11-05 本田技研工业株式会社 Control device for continuously variable transmission
JP4900445B2 (en) 2009-10-14 2012-03-21 トヨタ自動車株式会社 Control device for vehicle power transmission device
JP5733048B2 (en) * 2011-06-22 2015-06-10 トヨタ自動車株式会社 Hydraulic control device for automatic transmission for vehicle
JP5765261B2 (en) * 2012-02-10 2015-08-19 トヨタ自動車株式会社 vehicle
JP5765262B2 (en) * 2012-02-10 2015-08-19 トヨタ自動車株式会社 vehicle
CN102818014B (en) * 2012-08-31 2015-07-01 长城汽车股份有限公司 Automatic gearbox control oil path for automobile
WO2019044789A1 (en) * 2017-09-01 2019-03-07 ジヤトコ株式会社 Abnormality diagnosing device and abnormality diagnosing method for selection solenoid valve of automatic transmission

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JP3063511B2 (en) * 1994-01-31 2000-07-12 日産自動車株式会社 Lockup control device for automatic transmission
JP4496603B2 (en) * 2000-05-22 2010-07-07 トヨタ自動車株式会社 Control device for vehicle clutch
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