JP5035209B2 - Vehicle failure determination device - Google Patents

Description

  The present invention relates to a vehicle failure determination device that performs failure determination of a control valve that controls the hydraulic pressure of a vehicle.

  In general, in the control of a vehicle, a force can be easily transmitted even if a transmission path is winding, and a moving distance and a transmitted force can be easily controlled by a difference in cross-sectional area. For reasons, hydraulic force transmission is used.

Particularly, in a power transmission mechanism centering on a transmission, control using hydraulic pressure is often used. For example, in a vehicle equipped with a belt-type continuously variable transmission (CVT), the effective diameter is changed by supplying or discharging oil to and from a primary pulley and a secondary pulley. Hydraulic pressure is also used for engagement and release of friction engagement elements (for example, clutches and brakes) of the forward / reverse switching machine. Further, even in a vehicle equipped with an automatic transmission, hydraulic pressure is used to engage and release frictional engagement elements (for example, clutches and brakes) that change the speed of the automatic transmission.
For controlling the hydraulic pressure, an electrically controlled control valve is used to control the original pressure of oil supplied to each part (so-called line hydraulic pressure), the hydraulic pressure for shifting, and the like.

  However, not only such a control valve but also an electrical component or a mechanical component may cause a failure, and the failure of the electrical component or the mechanical component cannot be completely eliminated.

  Therefore, in order to drive the vehicle safely, an on-board failure diagnosis system (OBD: On Board Diagnosis) that detects a vehicle failure has been proposed. This vehicle-mounted failure diagnosis system warns the driver when an abnormality occurs in the vehicle, and records the failure diagnosis result in the ECU.

Also, a failure determination device for a continuously variable transmission that determines that at least one of a drive side control valve and a driven side control valve has failed has been proposed.
This continuously variable transmission failure determination device includes a drive-side control valve that controls the hydraulic pressure supplied to the drive-side oil chamber that changes the pulley width of the primary pulley, and a driven-side oil chamber that changes the pulley width of the secondary pulley. A driven-side control valve that controls the supplied hydraulic pressure, a transmission-ratio detection unit that detects a transmission-ratio between the drive-side pulley and the driven-side pulley, and a vehicle speed detection unit that detects the vehicle speed of the vehicle. At least one of the drive-side control valve and the driven-side control valve has failed according to the transmission gear ratio detected at the time of the stop and immediately before the stop and after the start after the stop and the detected vehicle speed. It comes to judge that there is.

Further, in this continuously variable transmission failure determination device, when the speed ratio is equal to or higher than a predetermined value at a low vehicle speed, it is determined that the driven-side control valve has failed in the fully closed state, and engine torque and throttle If the state in which the belt is not slipped continues for a predetermined time or more despite the valve opening degree being quite large, it is determined that the drive side control valve is in a fully open state and has failed (for example, Patent Document 1).
JP 2004-263714 A

  However, only by diagnosing a failure in the on-vehicle failure diagnosis system (OBD), if an abnormality is detected in the vehicle, it can warn that a failure has occurred, but where in the vehicle the failure has occurred, There was a problem that the failed part could not be identified.

  In addition, the continuously variable transmission failure determination device described in Patent Document 1 has a problem in that many items must be detected and complicated control must be performed. Furthermore, the above-described continuously variable transmission failure determination device has a problem in that it is not always possible to identify one failed component despite the fact that many items are detected in this way. It was.

  The present invention has been made to solve the above-described conventional problems, and provides a vehicle failure determination device that can easily identify a failed component when a failure is detected. This is the issue.

  In order to solve the above-described problems, a vehicle failure determination device according to the present invention includes (1) a torque converter that receives torque from an engine and transmits the torque via hydraulic pressure, and whether or not torque input from the torque converter is transmitted and rotation. In a vehicle failure determination device, comprising: a forward / reverse switching machine that switches a direction by hydraulic pressure; and a continuously variable transmission that is connected to the forward / backward switching machine and continuously changes a gear ratio by hydraulic pressure. Vehicle control means for executing control including transmission control in accordance with a predetermined control mode, a first control mode for controlling hydraulic pressure when the vehicle is traveling, and a first control mode for stopping output rotation of the continuously variable transmission Mode selection means for selecting a control mode to be executed by the vehicle control means from a plurality of control modes having two control modes; The hydraulic pressure of the continuously variable transmission is controlled in the first control mode and the original pressure control valve for controlling the hydraulic pressure of the continuously variable transmission in the first control mode, and the hydraulic pressure of the continuously variable transmission in the second control mode. A stop-time source pressure control valve for controlling the source pressure, a running condition detecting means for detecting the running condition of the vehicle, and a target gear ratio for determining a target gear ratio of the continuously variable transmission according to the running condition of the vehicle A speed change control valve that controls a hydraulic pressure that changes the speed ratio of the continuously variable transmission according to the determined target speed ratio; and a speed ratio that detects the speed ratio achieved by the continuously variable transmission. Detecting means; engine speed detecting means for detecting the engine speed input to the torque converter; turbine speed detecting means for detecting the turbine speed output from the torque converter; and gear ratio detection. Gear ratio achievement determining means for determining whether or not the gear ratio detected in the stage has reached a target gear ratio range corresponding to the target gear ratio determined by the target gear ratio determining means, and the turbine speed A speed comparison means for comparing a speed threshold value set based on the engine speed, and a speed ratio achievement determination means for determining that the speed ratio is within the target speed ratio range in the first control mode. When it is determined that the engine speed has not reached, the second control mode is selected by the mode selection means, and as a result of the comparison by the rotation speed comparison means, the turbine rotation speed is larger than the rotation speed threshold value. And a failure determining means for determining that the source pressure control valve has failed.

  With this configuration, when the actual gear ratio does not reach the target gear ratio in the first control mode, the main control valve is switched to the second control mode and the turbine speed and the engine speed are compared, and the original pressure control valve Failure can be determined, and the failed part can be easily identified. That is, by switching to the second control mode, the rotation output from the continuously variable transmission is stopped, and the forward / reverse switching machine is set in the torque transmission state by the control of the main pressure control valve, and the forward / reverse travel is performed. Since the input / output shaft is not sufficiently fastened in the switching machine, it may be estimated that the turbine has not stopped due to insufficient torque reaction force from the output shaft of the fixed continuously variable transmission. Therefore, it is possible to control the torque transmission of the forward / reverse switching machine and to determine the occurrence of a failure of the main pressure control valve that controls the original pressure of the hydraulic pressure of the continuously variable transmission in the first control mode. Parts can be identified.

  The vehicle failure determination device according to the present invention is the vehicle failure determination device described in (1) above. (2) The failure determination unit is operated in the first control mode by the speed ratio achievement determination unit. When it is determined that the speed ratio does not reach the target speed ratio range, the mode selection means selects the second control mode, and the turbine speed is rotated by the comparison by the speed speed comparison means. When it is compared that the value is equal to or less than the threshold value, it is determined that the shift control valve has failed.

  With this configuration, when the gear ratio does not reach the target gear ratio in the first control mode and the turbine rotation speed is equal to or lower than the rotation speed threshold value in the second control mode, it is determined that the transmission control valve has failed. Therefore, it is possible to easily identify a faulty part. That is, when the speed ratio does not reach the target speed ratio in the first control mode, it is determined that either the main pressure control valve or the speed change control valve has failed, and in the second control mode, the turbine is Is almost stopped, it can be determined that the main pressure control valve is operating normally. Therefore, it is possible to determine whether the shift control valve has failed, and to easily identify the failed part. Can do.

  Furthermore, the vehicle failure determination apparatus according to the present invention includes: (3) a torque converter that receives torque from an engine and transmits the torque via an oil pressure; and the presence / absence of transmission of torque input from the torque converter and the rotation direction are switched by the oil pressure. A vehicle failure determination apparatus comprising: a forward / reverse switching machine; and a continuously variable transmission connected to the forward / reverse switching machine and continuously changing a gear ratio by hydraulic pressure, including control for transmitting torque of the vehicle Vehicle control means for executing the control according to a predetermined control mode, a first control mode for controlling hydraulic pressure when the vehicle is traveling, and a third control mode for releasing torque transmission of the forward / reverse switching machine, A mode selection means for selecting a control mode executed by the vehicle control means from a plurality of control modes, and the forward / reverse switching machine A pressure control valve that controls a hydraulic pressure and a hydraulic pressure of the continuously variable transmission; a traveling condition detection unit that detects a traveling condition of the vehicle; and the continuously variable according to the traveling condition of the vehicle. Target speed ratio determining means for determining a target speed ratio of the transmission, a speed change control valve for controlling a hydraulic pressure for changing the speed ratio of the continuously variable transmission according to the determined target speed ratio, and the continuously variable speed change A speed ratio detecting means for detecting a speed ratio achieved by the machine, a turbine speed detecting means for detecting the turbine speed output from the torque converter, and a turbine speed detected by the turbine speed detecting means. Based on the target speed ratio determined by the target speed ratio determining means, the speed speed change amount calculating means for calculating the speed change amount of the turbine and the speed ratio detected by the speed ratio detecting means Gear ratio achievement determining means for determining whether or not the target gear ratio range has been reached, vehicle stop determining means for determining stop of the vehicle based on the traveling state of the vehicle detected by the traveling state detecting means, In the first control mode, the speed ratio is determined by the speed fluctuation amount comparison means for comparing the fluctuation amount of the turbine rotational speed with a predetermined fluctuation amount threshold value, and the speed ratio achievement determination means. When it is determined that the target gear ratio range has not been reached and the vehicle stop determination means determines that the vehicle is stopped, the mode selection means selects the third control mode, and the rotation fluctuation Failure determination means for determining that the source pressure control valve has failed when a fluctuation amount of the turbine rotation speed is larger than the fluctuation amount threshold value as a result of comparison by the amount comparison means. It has the structure characterized by these.

  With this configuration, when the actual gear ratio does not reach the target gear ratio and the vehicle is stopped in the first control mode, it is possible to determine the failure of the main pressure control valve and easily identify the faulty part. It can be performed. That is, when the vehicle is stopped, the torque is not transmitted by the forward / reverse switching machine by switching to the third control mode, so that the torque reaction force from the fixed output shaft is not received, so that the turbine speed is constant. Although the fluctuation amount of the turbine speed is larger than the fluctuation amount threshold value, it can be estimated that the torque transmission by the forward / reverse switching machine has not been sufficiently released. It is possible to determine whether or not the main pressure control valve that controls the main pressure of the continuously variable transmission is broken, and to easily identify the faulty part, while controlling the presence or absence of torque transmission of the forward switch Can do.

  Further, the vehicle failure determination apparatus according to the present invention includes: (4) a torque converter that receives torque from an engine and transmits the torque via hydraulic pressure, and switches between the presence / absence of transmission of torque input from the torque converter and the rotation direction by hydraulic pressure. In a failure determination apparatus for a vehicle, comprising: a forward / reverse switching machine; and a continuously variable transmission connected to the forward / reverse switching machine and continuously changing a gear ratio by hydraulic pressure, the hydraulic pressure of the forward / reverse switching machine is controlled. And a main pressure control valve for controlling the original pressure of the hydraulic pressure of the continuously variable transmission, a driving condition detecting means for detecting a driving condition of the vehicle, and a target of the continuously variable transmission according to the driving condition of the vehicle Target speed ratio determining means for determining a speed ratio, a speed change control valve for controlling a hydraulic pressure for changing the speed ratio of the continuously variable transmission according to the determined target speed ratio, and the continuously variable A speed ratio detecting means for detecting a speed ratio achieved by the speed machine, and a speed ratio detected by the speed ratio detecting means is a target speed ratio range corresponding to the target speed ratio determined by the target speed ratio determining means. If the transmission ratio achievement determination means determines that the transmission ratio has not reached the target transmission ratio range, the transmission ratio is not achieved. Transmission ratio non-reachable storage means for storing, switching instruction detecting means for detecting a switching instruction for switching presence / absence of torque transmission in the forward / reverse switching machine, and torque from a non-transmission state in which torque is not transmitted in the forward / reverse switching machine A switching time detecting means for detecting a state switching time until the switching is completed to the transmission state to be transmitted; the state switching time; and a predetermined switching The switching ratio comparison means for comparing the threshold value and the transmission ratio non-achieving storage means stores the non-achievement of the transmission ratio, and the transmission instruction is transmitted from the non-transmission state of torque by the switching instruction detection means. A failure determination means for determining that the source pressure control valve is failed when the state switching time is longer than the switching time threshold by the switching time comparison means when an instruction to switch to a state is detected; It has the structure characterized by having provided.

  With this configuration, when the occurrence of unachieved gear ratio is stored, it is determined whether or not the main pressure control valve has failed by detecting the time required to shift from the non-transmission state of torque to the transmission state in the forward / reverse switching machine Therefore, it is possible to easily identify a faulty part. In other words, if the time required for transition from the non-transmission state of torque in the forward / reverse switching machine to the transmission state is longer than the switching time threshold value, the presence / absence of torque transmission of the forward / reverse switching machine is controlled. At the same time, it can be determined that the source pressure control valve that controls the source pressure of the hydraulic pressure of the continuously variable transmission has failed, and the failed component can be easily identified.

  According to the present invention, in the second control mode in which the rotation output from the continuously variable transmission is stopped, the original pressure of the hydraulic pressure of the continuously variable transmission is reduced by comparing the turbine speed and the engine speed. It is possible to provide a failure determination device for a vehicle that can determine the occurrence of a failure in a main pressure control valve to be controlled and can easily identify a failure component.

  Embodiments of the present invention will be described below with reference to the drawings.

(First embodiment)
First, the configuration will be described.
FIG. 1 is a schematic block configuration diagram of a vehicle provided with a failure determination device according to a first embodiment of the present invention.

  As shown in FIG. 1, a vehicle 10 according to the present embodiment includes an engine 11 as a power source, a crankshaft 15 as an output shaft that transmits power generated in the engine 11, and power generated in the engine 11. A transmission 20 having a belt-type continuously variable transmission (hereinafter simply referred to as “CVT”) 70 that transmits and continuously changes the gear ratio according to the traveling state of the vehicle 10, and controls the transmission 20 by hydraulic pressure. The hydraulic control device 30 for transmitting the power, the propeller shaft 25 for transmitting the power transmitted by the transmission 20, the differential mechanism 40 for transmitting the power transmitted by the propeller shaft 25, and the power transmitted by the differential mechanism 40. Drive shafts 43L and 43R as drive shafts for transmission, and drive shaft 43L Driving wheel 45L to drive the vehicle 10 by rotating with the power transmitted by 43R, it comprises a 45R, a.

  Furthermore, the vehicle 10 includes an ECU (Electronic Control Unit) 100 as a vehicle electronic control device for controlling the entire vehicle 10. In addition, the vehicle 10 is provided with a crank sensor 81, a shift sensor 82, a drive shaft rotational speed sensor 83, and other various sensors (not shown). Various sensors are configured to input detected signals to the ECU 100.

  The engine 11 is configured by a known power device that outputs power by burning a mixture of hydrocarbon fuel such as gasoline or light oil and air in a combustion chamber of a cylinder (not shown). The engine 11 reciprocates the piston in the cylinder by intermittently repeating the intake, combustion, and exhaust of the air-fuel mixture in the combustion chamber, and rotates the crankshaft 15 connected to the piston so that power can be transmitted. Power is transmitted to the machine 20. The fuel used for the engine 11 may be an alcohol fuel containing alcohol such as ethanol.

  The hydraulic control device 30 has a hydraulic control circuit, which will be described later. The oil pumped up from the oil pan by the oil pump is switched by a plurality of solenoid valves controlled by the ECU 100 and the hydraulic pressure is controlled. The transmission 20 is output to control the transmission 20.

  The differential mechanism 40 allows a difference in rotational speed between the drive wheel 45L and the drive wheel 45R when traveling on a curve or the like. The differential mechanism 40 transmits the power transmitted by the rotation of the propeller shaft 25 to the drive wheels 45L and 45R by rotating the drive shafts 43L and 43R. Note that the differential mechanism 40 may be capable of taking a differential lock state that does not allow a difference in rotational speed between the drive wheel 45L and the drive wheel 45R.

  The drive wheels 45L and 45R include, for example, a metal wheel attached to the drive shaft, and a resin tire, for example, attached so as to cover the outer periphery of the wheel. The drive wheels 45L and 45R are rotated by the power transmitted by the drive shafts 43L and 43R, and drive the vehicle 10 by the frictional action between the tire and the road surface.

  The ECU 100 includes a central processing unit (CPU) as a central processing unit, a ROM (Read Only Memory) that stores fixed data, and an EEPROM (Electrically Erasable and Programmable Read Only Memory) that includes a rewritable nonvolatile memory. , A RAM (Random Access Memory) for temporarily storing data and an input / output interface circuit (both not shown). Note that the ECU 100 controls the control of the vehicle 10.

  Further, the ECU 100 is connected to a crank sensor 81, a shift sensor 82, and a drive shaft rotational speed sensor 83.

  The crank sensor 81 is controlled by the ECU 100 to detect the number of rotations of the crankshaft 15 and input the detected detection signal to the ECU 100. The ECU 100 acquires the rotation speed of the crankshaft 15 indicated by the detection signal input by the crank sensor 81 as the engine rotation speed Ne.

  The shift sensor 82 is controlled by the ECU 100 to detect which of the plurality of switching positions of the shift lever 21 is in the switching position, and input a detection signal indicating the switching position of the shift lever 21 to the ECU 100. It has become.

  The drive shaft rotational speed sensor 83 is controlled by the ECU 100 to detect the rotational speed of the drive shaft 43L (or 43R) and input a detection signal representing the rotational speed of the drive shaft 43L (or 43R) to the ECU 100. It has become. The ECU 100 calculates the traveling speed of the vehicle 10 based on the detection signal input by the drive shaft rotation speed sensor 83.

Next, the configuration of the transmission 20 will be described with reference to FIG.
FIG. 2 is a schematic block diagram showing the configuration of the transmission according to the embodiment of the present invention.

  First, power generated in the engine 11 is transmitted to the torque converter 50 via the crankshaft 15. The power transmitted to the torque converter 50 is further transmitted to the differential mechanism 40 via the forward / reverse switching device 60, the CVT 70, and the reduction gear 80, and is distributed to the left and right drive wheels 45L and 45R. That is, the CVT 70 is provided in a power transmission path from the engine 11 to the left and right drive wheels (for example, rear wheels) 45L and 45R.

  Further, the torque converter 50 rotates to a non-rotating member via a pump impeller 51p connected to the crankshaft 15, a turbine runner 51t connected to the forward / reverse switching device 60 via the turbine shaft 55, and a one-way clutch. The stator 51s is supported by a known torque converter that transmits power through a fluid.

  Further, between the pump impeller 51p and the turbine runner 51t, a lock-up clutch (directly connected) that allows the pump impeller 51p and the turbine runner 51t to be integrally connected to each other and integrally rotated to improve fuel efficiency. Clutch) 52 is provided.

  The forward / reverse switching machine 60 is constituted by a double pinion type planetary gear device. The sun gear 61s is connected to the turbine shaft 55 of the torque converter 50, and the carrier 62c is connected to a primary shaft 71 that is an input shaft of the CVT 70.

  When the forward clutch 64 disposed between the carrier 62c and the sun gear 61s is engaged by hydraulic pressure, the sun gear 61s, the carrier 62c, and the ring gear 63r are integrally rotated, so that the turbine shaft 55 is the primary shaft. The driving force in the forward direction is transmitted to the drive wheels 45L and 45R.

  When the reverse brake 66 disposed between the ring gear 63r and the housing 65 is engaged by hydraulic pressure and the forward clutch 64 is released, the sun gear 61s that rotates integrally with the turbine shaft 55 is rotated in the rotational direction. On the other hand, the sun gear 61 s revolves while rotating relatively, so that the carrier 62 c rotates in a direction opposite to the rotation direction of the turbine shaft 55. Accordingly, since the primary shaft 71 connected to the carrier 62c is rotated in the reverse direction with respect to the turbine shaft 55, the drive force in the reverse direction is transmitted to the drive wheels 45L and 45R.

  On the other hand, the CVT 70 includes a primary pulley 72 having a variable effective diameter provided on the primary shaft 71, a secondary pulley 77 having a variable effective diameter provided on a secondary shaft 79 that is an output shaft of the CVT 70, a primary pulley 72, and a secondary pulley. And a transmission belt 75 wound around a V-groove formed in each of the pulleys 77. With this configuration, the CVT 70 transmits power to the transmission belt 75 functioning as a power transmission element by using a frictional force between the inner pulley wall surfaces of the primary pulley 72 and the secondary pulley 77.

  Specifically, the primary pulley 72 has a movable sheave 72a that faces each other and forms a V-groove by an opposing surface, and a fixed sheave 72b, and the V-groove formed by the movable sheave 72a and the fixed sheave 72b. A transmission belt 75 is wound around the belt.

  Further, the secondary pulley 77 includes a movable sheave 77a and a fixed sheave 77b that are opposed to each other and form a V-groove by an opposing surface, and the transmission belt 75 is placed in the V-groove formed by the movable sheave 77a and the fixed sheave 77b. It is wrapped around.

  The primary pulley 72 and the secondary pulley 77 have an input side hydraulic cylinder 73 formed on the movable sheave 72a and an output side formed on the movable sheave 77a in order to change the V groove width, that is, the engagement diameter of the transmission belt 75. A hydraulic cylinder 78 is provided.

The flow rate of the oil supplied to or discharged from the input side hydraulic cylinder 73 of the movable sheave 72 a is controlled by the hydraulic control device 30, so that the V groove widths of the primary pulley 72 and the secondary pulley 77 change to transmit power. The hanging diameter (effective diameter) of the belt 75 is changed. As a result, the speed ratio γ (= actual rotational speed N _IN of the primary shaft 71 of the primary pulley 72 / actual rotational speed N _OUT of the secondary shaft 79 of the secondary pulley 77) can be changed continuously, that is, steplessly. it can.

The hydraulic pressure P _B in the output side hydraulic cylinder 78 of the movable sheave 77a corresponds to the clamping pressure of the secondary pulley 77 against the transmission belt 75 and the tension of the transmission belt 75, and the tension of the transmission belt 75, that is, Further, since it is closely related to the pressing force against the inner wall surface of the V-groove of the primary pulley 72 and the secondary pulley 77 of the transmission belt 75, it can also be called belt tension control pressure, belt clamping pressure control pressure, or belt pressing force control pressure. Thus, the hydraulic control device 30 adjusts the pressure so that the transmission belt 75 does not slip.

  Here, a turbine shaft speed sensor 84, an input shaft speed sensor 85, and an output shaft speed sensor 86 are connected to the ECU 100.

  The turbine shaft rotational speed sensor 84 detects the rotational speed of the turbine shaft 55 connected to the turbine runner 51 t of the torque converter 50. Further, the turbine shaft rotational speed sensor 84 inputs a detection signal indicating the rotational speed of the turbine shaft 55 to the ECU 100.

  The input shaft rotational speed sensor 85 detects the rotational speed of the primary shaft 71 of the primary pulley 72 connected to the carrier 62c. Further, the input shaft rotation speed sensor 85 inputs a detection signal indicating the rotation speed of the primary shaft 71 to the ECU 100.

  The output shaft rotation speed sensor 86 detects the rotation speed of the secondary shaft 79 of the secondary pulley 77 connected to the reduction gear 80. Further, the output shaft rotation speed sensor 86 inputs a detection signal indicating the rotation speed of the secondary shaft 79 to the ECU 100.

  Here, the ECU 100 detects the rotational speed Nin of the primary shaft 71 indicated by the detection signal input by the input shaft rotational speed sensor 85 and the rotational speed Nout of the secondary shaft 79 indicated by the detection signal input by the output shaft rotational speed sensor 86. Based on the above, the gear ratio γ (= actual rotational speed Nin of the primary shaft 71 of the primary pulley 72 / actual rotational speed Nout of the secondary shaft 79 of the secondary pulley 77) is calculated.

Next, a hydraulic control circuit included in the hydraulic control device 30 will be described.
FIG. 3 is a schematic diagram showing the configuration of the hydraulic control circuit according to the embodiment of the present invention.
As shown in FIG. 3, the hydraulic control circuit 200 is supplied with oil by an oil pump 201 from an oil pan in which oil is stored.

  The hydraulic control circuit 200 supplies hydraulic pressure to the primary regulator valve 210 as a line hydraulic pressure regulating valve that adjusts the line hydraulic pressure (original pressure), the forward clutch 64 and the reverse brake 66 of the forward / reverse switching machine 60, and the line A clutch apply control valve 220 that switches a hydraulic control valve, a manual valve 230 that has a plurality of oil passages and switches the oil passages in accordance with a switching operation of a mechanically or electrically connected shift lever 21, and a movable sheave A first line hydraulic modulator valve 240 for supplying the clamping hydraulic pressure Pout to the output side hydraulic cylinder 78 of 77a; a second line hydraulic modulator valve 250 for adjusting the engagement hydraulic pressure of the forward clutch 64 and the reverse brake 66; Movable sheave 72a input side hydraulic cylinder Upshift (acceleration shift) hydraulic valve 280 for supplying the shift hydraulic pressure Pin 73 to the downshift (deceleration shift) hydraulic valve for discharging the shift hydraulic pressure Pin from the input side hydraulic cylinder 73 of the movable sheave 72a. 290, linear solenoid valves SLS and SLT as electromagnetic valves controlled by the ECU 100, shift solenoid valves SL1 and SL2, an ON / OFF solenoid valve SL0 that is opened and closed by the ECU 100, and a plurality of pipes that connect them. Has been.

  The upshift hydraulic valve 280 and the downshift hydraulic valve 290 are controlled by the shift solenoid valves SL1 and SL2, thereby adjusting the control hydraulic pressure for shift control and changing the gear ratio of the CVT 70. The

Hereinafter, the control of the hydraulic pressure in the hydraulic control circuit 200 will be described.
The oil pumped up from the oil pan by the oil pump 201 is adjusted to a predetermined line oil pressure PL by the primary regulator valve 210 and supplied to each part. Further, the control oil pressure PSLS or PSLT of the linear solenoid valves SLS and SLT is supplied to the input port 211 of the primary regulator valve 210 via the oil passage 261 by the clutch apply control valve 220. Primary regulator valve 210 adjusts line oil pressure PL in accordance with control oil pressure PSLS or PSLT.

  The clutch apply control valve 220 includes four input ports 221, 222, 223, and 224 and two output ports 226 and 227.

  The control oil pressure PSLS of the linear solenoid valve SLS is supplied to the input port 221 via the oil passage 262, and the control oil pressure PSLT of the linear solenoid valve SLT is supplied to the input port 222 via the oil passage 263. The second modulator oil pressure PM2 is supplied from the second line oil pressure modulator valve 250 through the oil passage 264, and the signal oil pressure of the ON / OFF solenoid valve SL0 is supplied to the input port 224.

  The output port 226 is connected to the primary regulator valve 210 and the second line hydraulic modulator valve 250 via an oil passage 261, and the output port 227 is connected to the manual valve 230 via an oil passage 265.

  Here, when the signal hydraulic pressure is not supplied from the ON / OFF solenoid valve SL0 to the input port 224, the spool is held in a normal state (a state in a normal mode described later) shown in the left half of the drawing according to the urging force of the spring 228. The control hydraulic pressure PSLT supplied from the linear solenoid valve SLT is supplied from the output port 226 to the primary regulator valve 210 and the second line hydraulic modulator valve 250 as shown by the dotted line in FIG. The second modulator hydraulic pressure PM2 is adjusted. Further, the second modulator hydraulic pressure PM 2 supplied from the second line hydraulic modulator valve 250 is output from the output port 227 to the manual valve 230.

  On the other hand, when the signal oil pressure is supplied from the ON / OFF solenoid valve SL0 to the input port 224, the spool is moved downward in the figure against the urging force of the spring 228, and a control state (described later) is shown. Held in the garage mode).

FIG. 4 is a schematic diagram showing a state in the garage mode of the hydraulic control circuit according to the embodiment of the present invention.
When the signal oil pressure is supplied from the ON / OFF solenoid valve SL0 to the input port 224, the control oil pressure PSLS supplied from the linear solenoid valve SLS is changed from the output port 226 to the primary regulator valve 210 as shown by a one-dot chain line in FIG. Are supplied to the second line oil pressure modulator valve 250, and the line oil pressure PL and the second modulator oil pressure PM2 are adjusted by the control oil pressure PSLS. Further, the control hydraulic pressure PSLT supplied from the linear solenoid valve SLT is output from the output port 227 to the manual valve 230 as shown by a dotted line in FIG.

  Here, the ECU 100 controls the vehicle 10 by selecting a control mode to be executed from a plurality of control modes. As this control mode, a normal mode (first control mode) for controlling the normal running state of the vehicle 10, a garage mode (second control mode) for controlling the output rotation of the CVT 70 to be stopped (set to a control state). )have.

  As described above, the ECU 100 does not supply the signal oil pressure from the ON / OFF solenoid valve SL0 to the input port 224 in the normal mode, and the signal oil pressure is supplied from the ON / OFF solenoid valve SL0 to the input port 224 in the garage mode. To control. Accordingly, the line oil pressure PL is controlled by the linear solenoid valve SLT in the normal mode, and is controlled by the linear solenoid valve SLS in the garage mode.

  The manual valve 230 is mechanically or electrically connected to the shift lever 21 and mechanically switches the oil path in accordance with the operation of the shift lever 21. When the shift lever 21 is held in the P range, the oil passage 265 is blocked as shown in the upper half of the manual valve 230 shown in FIGS. 3 and 4. In this case, since the hydraulic pressure is not supplied to the forward oil passage 266 for supplying the hydraulic pressure to the forward clutch 64, the hydraulic pressure is not supplied to the forward clutch 64, and the vehicle 10 is not driven.

  On the other hand, when the shift lever 21 is held in the D range, the oil passage 265 is communicated with the forward oil passage 266 as shown in the lower half of the manual valve 230 shown in FIGS. Since the second modulator hydraulic pressure PM2 or the control hydraulic pressure PSLT supplied from the clutch apply control valve 220 is supplied to the hydraulic actuator of the forward clutch 64, the forward clutch 64 is engaged by the second modulator hydraulic pressure PM2 or the control hydraulic pressure PSLT. Although not shown, when the shift lever 21 is switched to the R range, the oil passage 265 is communicated with the reverse oil passage 267 and the second modulator oil pressure PM2 or the control oil pressure supplied from the clutch apply control valve 220 is shown. Since PSLT is supplied to the hydraulic actuator of the reverse brake 66, the reverse brake 66 is engaged by the second modulator hydraulic pressure PM2 or the control hydraulic pressure PSLT.

  The second line hydraulic modulator valve 250 adjusts the engagement hydraulic pressure when the forward clutch 64 and the reverse brake 66 are completely engaged. The second line oil pressure modulator valve 250 is connected to the oil passage 261 and includes an input port 251 to which the control oil pressure PSLT or the control oil pressure PSLS is supplied, and adjusts the line oil pressure PL by the control oil pressure PSLT or the control oil pressure PSLS. As a result, the second modulator hydraulic pressure PM <b> 2 is output from the output port 252.

  The second line hydraulic modulator valve 250 includes an input port 253 to which a pipe that forms the reverse oil passage 267 is connected, and the engagement hydraulic pressure supplied to the reverse brake 66 during reverse travel is supplied to the input port 253. As a result, the engagement hydraulic pressure, that is, the second modulator hydraulic pressure PM2 is made higher than the hydraulic pressure supplied to the forward clutch 64 during forward travel.

  The first line hydraulic modulator valve 240 is for controlling the clamping hydraulic pressure Pout of the output side hydraulic cylinder 78, and is connected to a pipe forming the oil passage 262 and has an input port 241 to which the control hydraulic pressure PSLS is supplied. By adjusting the line oil pressure PL according to the control oil pressure PSLS, the clamping oil pressure Pout is output from the output port 242 and supplied to the output side hydraulic cylinder 78 via the oil passage 268.

  The upshift hydraulic valve 280 includes an input port 282 connected to the primary regulator valve 210 via an oil passage, and an output port 283 connected to the input side hydraulic cylinder 73 via an oil passage.

  The upshift hydraulic valve 280 inputs the regulated line hydraulic pressure PL from the primary regulator valve 210. Further, the upshift hydraulic valve 280 is controlled by the shift solenoid valve SL1 controlled by the ECU 100, and outputs the input line hydraulic pressure PL from the output port 283 to the input side hydraulic cylinder 73.

  The downshift hydraulic valve 290 includes an input port 293 connected to the input-side hydraulic cylinder 73 via an oil passage, and an output port 292 that drains (discharges) the oil pan.

  The downshift hydraulic valve 290 is controlled by a shift solenoid valve SL2 controlled by the ECU 100, and controls the discharge of oil input from the input side hydraulic cylinder 73.

  Hereinafter, a characteristic configuration of the vehicle 10 including the failure determination device according to the embodiment of the present invention will be described.

  The ECU 100 is configured to execute control including torque transmission control of the vehicle 10 according to a predetermined control mode. That is, the ECU 100 constitutes vehicle control means in the present invention.

  The ECU 100 also has a plurality of control modes including a normal mode (first control mode) for controlling the hydraulic pressure during travel of the vehicle 10 and a garage mode (second control mode) for stopping output rotation of the CVT 70. The control mode to be executed is selected. That is, the ECU 100 constitutes mode selection means in the present invention.

  The linear solenoid valve SLT controls the hydraulic pressure of the forward / reverse switching machine 60 and controls the original pressure of the hydraulic pressure of the CVT 70 in the normal mode. That is, the linear solenoid valve SLT constitutes the original pressure control valve in the present invention.

  The linear solenoid valve SLS controls the original pressure of the hydraulic pressure of the CVT 70 in the garage mode. That is, the linear solenoid valve SLS constitutes a stop-time original pressure control valve in the present invention.

  The crank sensor 81, the shift sensor 82, the drive shaft rotational speed sensor 83, the turbine shaft rotational speed sensor 84, the input shaft rotational speed sensor 85, and the output shaft rotational speed sensor 86 are configured to detect the traveling state of the vehicle 10. . That is, the crank sensor 81, the shift sensor 82, the drive shaft rotational speed sensor 83, the turbine shaft rotational speed sensor 84, the input shaft rotational speed sensor 85, and the output shaft rotational speed sensor 86 constitute the traveling state detection means in the present invention. Yes.

  The ECU 100 determines the target gear ratio of the CVT 70 according to the traveling state of the vehicle 10. That is, the ECU 100 constitutes a target gear ratio determining means in the present invention.

  The shift solenoid valves SL1 and SL2 control the hydraulic pressure that changes the speed ratio of the CVT 70 in accordance with the determined target speed ratio. That is, the shift solenoids SL1 and SL2 constitute a shift control valve in the present invention.

  The input shaft rotational speed sensor 85 and the output shaft rotational speed sensor 86 detect the rotational speeds of the primary shaft 71 and the secondary shaft 79 of the CVT 70 and detect the gear ratio achieved by the CVT 70. That is, the input shaft rotational speed sensor 85 and the output shaft rotational speed sensor 86 constitute a gear ratio detection means in the present invention.

  The crank sensor 81 detects the engine speed input to the torque converter 50. That is, the crank sensor 81 constitutes engine speed detection means in the present invention.

  The turbine shaft speed sensor 84 detects the turbine speed output from the torque converter 50. That is, the turbine shaft rotation speed sensor 84 constitutes a turbine rotation speed detection means in the present invention.

  The ECU 100 determines that the speed ratio obtained from the speed of the input / output shaft of the CVT 70 detected by the input shaft speed sensor 85 and the output shaft speed sensor 86 is within a target speed ratio range corresponding to the determined target speed ratio. It is determined whether or not it has been reached. That is, the ECU 100 constitutes a gear ratio achievement determination means in the present invention.

  The ECU 100 compares the turbine rotational speed with a rotational speed threshold value set based on the engine rotational speed. That is, the ECU 100 constitutes a rotation speed comparison means in the present invention.

  When the ECU 100 determines that the gear ratio does not reach the target gear ratio range in the normal mode, the ECU 100 selects the garage mode, and if the result of the rotation speed comparison is that the turbine rotation speed is greater than the rotation speed threshold, the ECU 100 When it is determined that the solenoid valve SLT has failed and the turbine rotational speed is equal to or lower than the rotational speed threshold value, it is determined that the shift solenoid valves SL1 and SL2 have failed. That is, the ECU 100 constitutes failure determination means in the present invention.

Next, the operation will be described.
FIG. 5 is a flowchart showing the failure determination process in the embodiment of the present invention.

  Note that the flowchart shown in FIG. 5 represents the execution contents of a failure determination process program executed by the CPU of the ECU 100 using the RAM as a work area. The program for the failure determination process is stored in the ROM of the ECU 100. Further, this failure determination process is executed by the CPU of the ECU 100 at predetermined time intervals.

  Note that this failure determination process is executed when it is detected that the transmission ratio of the CVT 70 has not been achieved, instead of performing a transmission ratio unachieved determination (steps S11 and S12) described later. It may be.

  As shown in FIG. 5, first, the ECU 100 calculates the actual gear ratio γp of the CVT 70 in the normal mode (step S11). Specifically, the ECU 100 rotates the rotation speed Nin of the primary shaft 71 indicated by the detection signal input by the input shaft rotation speed sensor 85 and the rotation of the secondary shaft 79 indicated by the detection signal input by the output shaft rotation speed sensor 86. Based on the number Nout, an actual gear ratio γp (= actual rotational speed Nin of the primary shaft 71 of the primary pulley 72 / actual rotational speed Nout of the secondary shaft 79 of the secondary pulley 77) is calculated.

  Next, the ECU 100 determines that the actual speed ratio γp has not been reached with respect to the target speed ratio γt of the CVT 70 in the speed change control in which the speed ratio is high, that is, the oil pressure of the input side hydraulic cylinder 73 of the CVT 70 is controlled to be high (step S12). ) If the actual gear ratio γp is not yet reached, that is, if the actual gear ratio γp satisfies the achievement condition for the target gear ratio γt (determined as NO in Step S12), the failure determination process is terminated.

  Specifically, the ECU 100 obtains a difference (| target speed ratio γt−actual speed ratio γp |) between the set target speed ratio γt and the calculated actual speed ratio γp, and according to the target speed ratio. It is determined whether or not it is smaller than a set transmission ratio achievement threshold value. The target gear ratio γt is detected by a crank sensor 81, a shift sensor 82, a drive shaft speed sensor 83, a turbine shaft speed sensor 84, an input shaft speed sensor 85, an output shaft speed sensor 86, and the like. The traveling state of the vehicle 10 is detected from the signal, and is set according to the traveling state of the vehicle 10.

When the actual speed ratio γp has not yet been achieved, that is, when the actual speed ratio γp does not satisfy the achievement condition for the target speed ratio γt (determined as YES in step S12), the ECU 100 It is considered that at least one of the linear solenoid valve SLT for controlling the shift or the shift solenoid valves SL1 and SL2 for controlling the shift of the CVT 70 is defective.
Next, it is determined whether or not the vehicle 10 is stopped (step S13). When it is determined that the vehicle 10 is not stopped (NO in step S13), this failure determination process is terminated. To do. Specifically, the ECU 100 calculates the vehicle speed V of the vehicle 10 based on the rotational speed Nv of the drive shaft 43L (or 43R) indicated by the detection signal input by the drive shaft rotational speed sensor 83, and the vehicle speed V is When it is smaller than the stop determination threshold, it is determined that the vehicle speed 10 is stopped.

  When ECU 100 determines that vehicle 10 is stopped (YES in step S13), ECU 100 switches the control mode to the garage mode (step S14). Specifically, the ECU 100 fixes the secondary shaft 79 of the CVT 70 (stops rotation) and fastens the forward clutch 64 of the forward / reverse switching machine 60. At this time, when the ECU 100 drives the ON / OFF solenoid valve SL0, the hydraulic pressure of the forward clutch 64 of the forward / reverse switching device 60 is controlled by the linear solenoid valve SLT, but the line hydraulic pressure PL is controlled by the linear solenoid valve SLS. To be controlled.

  Next, the ECU 100 compares whether or not the turbine rotational speed Nt is larger than a rotational speed threshold value set based on the engine rotational speed Ne (step S15). Specifically, the ECU 100 determines the turbine speed Nt from the detection signal input by the turbine shaft speed sensor 84, determines the engine speed Ne from the detection signal input by the crank sensor 81, and further determines the engine speed. A rotation speed threshold value set based on the number Ne is calculated. For example, the threshold value of the engine speed can be calculated by subtracting a predetermined determination value from the engine speed Ne obtained (engine speed Ne−determination value). Then, it is compared whether or not the obtained turbine rotational speed Nt is larger than the calculated rotational speed threshold value.

  When the turbine speed Nt is larger than the speed threshold value (determined as YES in step S15), the ECU 100 determines that the linear solenoid valve SLT is in failure (step S16) and ends this failure determination process. To do.

  This determination is based on the following reason. That is, by switching to the garage mode, the forward clutch 64 of the forward / reverse switching machine 60 is fastened, and the torque is transmitted. By this torque transmission state, the secondary shaft 79 of the CVT 70 is connected to the turbine shaft 55 from the CVT 70 via the forward / reverse switching device 60, and if the rotation of the secondary shaft 79 of the CVT 70 is stopped, the rotation of the turbine shaft 55 is also stopped. Should do.

  However, it is determined that the turbine shaft 55 is rotating even though the forward / reverse switching device 60 is in the torque transmission state and the rotation of the secondary shaft 79 of the CVT 70 is stopped. Therefore, it is considered that the forward clutch 64 of the forward / reverse switching device 60 is not sufficiently engaged. That is, it can be determined that the linear solenoid valve SLT that controls the hydraulic pressure of the forward / reverse switching machine 60 is broken.

  On the other hand, when turbine speed Nt is not greater than the speed threshold (determined as NO in step S15), ECU 100 determines that shift solenoid valves SL1 and SL2 are faulty (step S17). The failure determination process ends.

  This determination is based on the following reason. That is, the linear solenoid valve SLT that controls the line hydraulic pressure that is the source of the hydraulic pressure or the shift solenoid valve SL1 that controls the speed change of the CVT 70 because the gear ratio has not reached during the high side control of the CVT 70 in the normal mode. , SL2 is determined to be faulty.

  Further, as described above, by switching to the garage mode, the forward clutch 64 of the forward / reverse switching machine 60 is fastened, and a torque transmission state is set. By this torque transmission state, the secondary shaft 79 of the CVT 70 is connected to the turbine shaft 55 from the CVT 70 via the forward / reverse switching device 60, and if the rotation of the secondary shaft 79 of the CVT 70 is stopped, the rotation of the turbine shaft 55 is also stopped. Should do.

  As described above, when the forward / reverse switching machine 60 is set in the torque transmission state and the rotation of the secondary shaft 79 of the CVT 70 is stopped, it is determined that the rotation of the turbine shaft 55 is stopped. Therefore, it is considered that the forward clutch 64 of the forward / reverse switching machine 60 is sufficiently engaged. That is, since the linear solenoid valve SLT that controls the hydraulic pressure of the forward / reverse switching machine 60 is operating normally, it can be determined that the shift solenoids SL1 and SL2 that control the shift of the CVT 70 are out of order.

  As described above, the vehicle failure determination device according to the present embodiment performs line hydraulic pressure determination by determining whether the transmission ratio of the CVT 70 in the normal mode has not been achieved and determining whether the rotational speed of the turbine shaft 55 is stopped in the garage mode. The occurrence of a failure in the linear solenoid valve SLT for controlling the PL or the occurrence of a failure in the shift solenoid valves SL1 and SL2 for controlling the shift of the CVT 70 can be determined, and the failed part can be easily identified.

(Second Embodiment)
Next, a vehicle failure determination device according to a second embodiment of the present invention will be described.
The configuration of the failure determination device for vehicle 10 in the second embodiment is the same as that of the failure determination device for vehicle 10 in the first embodiment, and the failure determination processing in ECU 100 is different. In the following description, the same components as those in the first embodiment will be described using the same reference numerals and focusing on the differences.

  The ECU 100 has a plurality of normal modes (first control mode) for controlling the hydraulic pressure during travel of the vehicle 10 and neutral control modes (third control mode) for canceling torque transmission of the forward / reverse switching machine 60. The control mode to be executed is selected from the control mode. That is, the ECU 100 constitutes mode selection means in the present invention.

  Further, the ECU 100 calculates the fluctuation amount of the turbine rotational speed based on the turbine rotational speed detected by the turbine shaft rotational speed sensor 84. That is, the ECU 100 constitutes a rotational speed fluctuation amount calculation means in the present invention.

  Further, the ECU 100 is configured to determine the stop of the vehicle 10 based on the traveling state of the vehicle 10 detected by the drive shaft rotational speed sensor 83. That is, the ECU 100 constitutes a vehicle stop determination unit in the present invention.

  Further, the ECU 100 compares the fluctuation amount of the turbine rotation speed with a predetermined fluctuation amount threshold value. That is, the ECU 100 constitutes a rotational fluctuation amount comparison means in the present invention.

  Further, the ECU 100 determines that the gear ratio has not reached the target gear ratio range in the normal mode, and if it is determined that the vehicle 10 is stopped, the ECU 100 selects the neutral control mode and compares the rotation fluctuation amount. As a result, when the fluctuation amount of the turbine rotational speed is larger than the fluctuation amount threshold value, it is determined that the linear solenoid valve SLT has failed. That is, the ECU 100 constitutes failure determination means in the present invention.

Next, the operation will be described.
FIG. 6 is a flowchart showing a failure determination process in the embodiment of the present invention.

  Note that the flowchart shown in FIG. 6 represents the execution contents of a failure determination process program executed by the CPU of the ECU 100 using the RAM as a work area, as in the above embodiment. The program for the failure determination process is stored in the ROM of the ECU 100. Further, this failure determination process is executed by the CPU of the ECU 100 at predetermined time intervals.

  As in the above embodiment, this failure determination process detects that the transmission ratio of the CVT 70 has not been achieved, instead of performing a transmission ratio unachieved determination (step S21, step S22) described later. The process may be executed when triggered.

  As shown in FIG. 6, first, ECU 100 calculates an actual gear ratio γp of CVT 70 in the normal mode (step S21). This process is the same as the process in step S11 of the above embodiment.

  Next, the ECU 100 determines whether the actual gear ratio γp has not been achieved with respect to the target gear ratio γt of the CVT 70 in gear shift control in which the gear ratio is high, that is, the hydraulic pressure of the input side hydraulic cylinder 73 of the CVT 70 is controlled to be high (step S22). ) If the actual gear ratio γp is not yet reached, that is, if the actual gear ratio γp satisfies the achievement condition for the target gear ratio γt (determined as NO in Step S22), the failure determination process is terminated. This process is the same as the process in step S12 of the above embodiment.

When the actual speed ratio γp has not yet reached, that is, when the actual speed ratio γp does not satisfy the achievement condition for the target speed ratio γt (determined as YES in step S22), the ECU 100 It is considered that at least one of the linear solenoid valve SLT for controlling the shift or the shift solenoid valves SL1 and SL2 for controlling the shift of the CVT 70 is defective.
Next, it is determined whether or not the vehicle 10 is stopped (step S23). If it is determined that the vehicle 10 is not stopped (NO in step S23), the failure determination process is terminated. To do. This process is the same as the process of step S13 in the above embodiment.

  When it is determined that the vehicle 10 is stopped (YES in step S23), the ECU 100 determines whether or not the neutral control start conditions are met (step S24), and the neutral control start conditions are determined. Is not complete (determined as NO in step S24), the failure determination process is terminated.

  When ECU 100 determines that the neutral control start conditions are met (YES in step S24), ECU 100 switches the control mode to neutral control mode (step S25). Specifically, the ECU 100 releases both the forward clutch 64 and the reverse brake 66 of the forward / reverse switching machine 60.

  Next, the ECU 100 compares whether or not the change amount per unit time of the turbine rotation speed Nt is larger than a predetermined fluctuation amount threshold value of the turbine rotation speed Nt (step S26). Specifically, the ECU 100 continuously obtains the turbine rotational speed Nt from the detection signal input by the turbine shaft rotational speed sensor 84, calculates the change amount Nt / s per unit time, and determines a predetermined turbine rotational speed. It is compared whether it is larger than the fluctuation amount threshold value of several Nt.

  When the change amount Nt / s per unit time of the turbine speed Nt is larger than the fluctuation amount threshold value of the turbine speed Nt (determined as YES in step S26), the ECU 100 determines that the linear solenoid valve SLT has failed. It is determined that there is (step S27), and this failure determination process is terminated.

  This determination is based on the following reason. That is, by switching to the neutral control mode, the forward clutch 64 and the reverse brake 66 of the forward / reverse switching machine 60 are released, and the torque is not transmitted. Due to this torque non-transmission state, the influence of the stop of the primary shaft 71 of the CVT 70 due to the stop of the secondary shaft 79 of the CVT 70 should not be transmitted to the turbine shaft 55.

  However, although the forward / reverse switching device 60 is set in the torque non-transmission state and the influence of the stop of the rotation of the secondary shaft 79 of the CVT 70 is not transmitted to the turbine shaft 55, the rotational speed of the turbine shaft 55 varies greatly. It was determined. Therefore, it is considered that the forward clutch 64 and the reverse brake 66 of the forward / reverse switching machine 60 are not sufficiently released, and it can be determined that the linear solenoid valve SLT that controls the hydraulic pressure of the forward / reverse switching machine 60 is broken.

  On the other hand, when the amount of change Nt / s per unit time of turbine speed Nt is not larger than the fluctuation amount threshold value of turbine speed Nt (determined as NO in step S26), ECU 100 determines that shift solenoid valve SL1. , SL2 is determined to be a failure (step S28), and this failure determination process is terminated.

  This determination is based on the following reason. That is, the linear solenoid valve SLT that controls the line hydraulic pressure that is the source of the hydraulic pressure or the shift solenoid valve SL1 that controls the speed change of the CVT 70 because the gear ratio has not reached during the high side control of the CVT 70 in the normal mode. , SL2 is determined to be faulty.

  Further, as described above, by switching to the neutral control mode, the forward clutch 64 and the reverse brake 66 of the forward / reverse switching machine 60 are released, and the torque is not transmitted. As described above, even when the torque is not transmitted, when the linear solenoid valve SLT that controls the hydraulic pressure of the forward / reverse switching machine 60 is broken, the amount of change Nt / s per unit time of the turbine rotation speed Nt is somewhat. The linear solenoid that controls the hydraulic pressure of the forward / reverse switching machine 60 is considered to be larger than the fluctuation amount threshold value of the turbine rotational speed Nt, but not larger than the fluctuation amount threshold value of the turbine rotational speed Nt. The valve SLT seems to be operating normally, and it can be determined that the shift solenoid valves SL1 and SL2 that control the shift of the CVT 70 are malfunctioning.

  As described above, the vehicle failure determination device according to the present embodiment determines that the transmission ratio of CVT 70 in the normal mode is not reached, and determines the amount of change in the rotational speed per unit time of turbine shaft 55 in the neutral control mode. By doing so, it is possible to determine whether a failure has occurred in the linear solenoid valve SLT that controls the line hydraulic pressure PL, or a failure has occurred in the shift solenoid valves SL1, SL2 that control the shift of the CVT 70, and the faulty parts can be easily identified. It can be carried out.

(Third embodiment)
Next, a vehicle failure determination device according to a third embodiment of the present invention will be described.
The configuration of the failure determination device for vehicle 10 in the third embodiment is the same as that of the failure determination device for vehicle 10 in the first embodiment and the second embodiment, and failure determination in ECU 100 is the same. The processing is different. In the following description, the same components as those in the first embodiment and the second embodiment are denoted by the same reference numerals, and detailed description will be made focusing on the differences.

  When it is determined that the actual speed ratio γp has not reached the target speed ratio range, the ECU 100 stores the fact that the speed ratio has not been reached. That is, the ECU 100 constitutes a gear ratio unachieved storage unit in the present invention.

  The shift sensor 82 detects a switching instruction for switching the presence / absence of torque transmission in the forward / reverse switching device 60. That is, the shift sensor 82 constitutes a switching instruction detection unit in the present invention.

  The ECU 100 detects a non-transmission state in which torque is not transmitted in the forward / reverse switching device 60, for example, a transmission state in which torque is transmitted from the N range, for example, a state switching time until switching to the D range is completed. ing. That is, the ECU 100 constitutes a switching time detection means in the present invention.

  In addition, the ECU 100 compares the state switching time with a predetermined switching time threshold value. That is, the ECU 100 constitutes a switching time comparison unit in the present invention.

  Further, ECU 100 stores the unachieved gear ratio, and when the switching instruction from the non-transmission state of torque to the transmission state is detected, when the state switching time is longer than the switching time threshold value, It is determined that the solenoid valve SLT has failed. That is, the ECU 100 constitutes failure determination means in the present invention.

Next, the operation will be described.
FIG. 7 is a flowchart showing a failure determination process in the embodiment of the present invention.

  Note that the flowchart shown in FIG. 7 represents the execution contents of a failure determination processing program executed by the CPU of the ECU 100 using the RAM as a work area, as in the above embodiment. The program for the failure determination process is stored in the ROM of the ECU 100.

  As shown in FIG. 7, first, the ECU 100 determines whether or not there is a non-reached determination record on the high gear ratio side (step S31). If there is no unreached record, this failure determination process ends. Specifically, when it is determined that the actual speed ratio γp has not been achieved with respect to the target speed ratio γt by a method similar to the method performed in the first and second embodiments, the speed ratio Is not reached, it is stored in the RAM of the ECU 100 as an unachieved record. Then, the presence / absence of this unachieved recording is determined by this determination processing.

When there is an unachieved determination record on the high gear ratio side (determined as YES in step S31), the ECU 100 shifts the linear solenoid valve SLT that controls the line hydraulic pressure that is the source of the hydraulic pressure or the shift that controls the shift of the CVT 70. It is considered that at least one of the solenoid valves SL1 and SL2 has failed.
In this case, next, it is determined whether or not switching from the N range to the D range has occurred (step S32). If switching from the N range to the D range has not occurred, the present failure determination processing ends. To do. Specifically, ECU 100 determines whether or not the shift range has been switched from the neutral (N) range to the drive (D) range based on the detection signal input by shift sensor 82.

  When switching from the N range to the D range is performed (determined as YES in step S32), the ECU 100 compares whether or not the time until completion of forward clutch engagement is longer than the switching time threshold value. (Step S33). Specifically, the ECU 100 completes engagement of the forward clutch 64 of the forward / reverse switching device 60 after the shift range detected by the detection signal input by the shift sensor 82 is switched from the neutral range to the drive range. Measure the state switching time until The measured state switching time determines whether the switching time is long or short. It is compared whether or not it is longer than the switching time threshold.

  When the state switching time is longer than the switching time threshold (determined as YES in step S33), ECU 100 determines that the linear solenoid valve SLT is in failure (step S34) and ends this failure determination processing. .

  This determination is based on the following reason. That is, the fact that the switching from the N range to the D range was not completed by the switching time threshold value means that the forward clutch 64 of the forward / reverse switching machine 60 could not be engaged within a predetermined time. That is. Therefore, it is considered that the forward clutch 64 of the forward / reverse switching machine 60 is not normally engaged, and it can be determined that the linear solenoid valve SLT that controls the hydraulic pressure of the forward / reverse switching machine 60 is broken. .

  On the other hand, when the state switching time is not longer than the switching time threshold (determined as NO in step S33), ECU 100 determines that the shift solenoid valves SL1 and SL2 are in failure (step S35), and this failure occurs. The determination process ends.

  This determination is based on the following reason. That is, the linear solenoid valve SLT that controls the line hydraulic pressure that is the source of the hydraulic pressure or the shift solenoid valve SL1 that controls the speed change of the CVT 70 because the gear ratio has not reached during the high side control of the CVT 70 in the normal mode. , SL2 is determined to be faulty.

  In addition, switching from the N range to the D range was completed within a desired time. Therefore, the linear solenoid valve SLT that controls the hydraulic pressure of the forward / reverse switching machine 60 seems to be operating normally, and it can be determined that the shift solenoid valves SL1 and SL2 that control the shift of the CVT 70 are out of order. .

  As described above, the vehicle failure determination device according to the present embodiment controls the line hydraulic pressure PL by performing the non-reaching record on the high gear ratio side and determining the switching time from the N range to the D range. The occurrence of a failure of the linear solenoid valve SLT to be performed or the occurrence of a failure of the shift solenoid valves SL1 and SL2 for controlling the shift of the CVT 70 can be determined, and the failed part can be easily identified.

  As described above, the vehicle failure determination device according to the present invention compares the turbine speed and the engine speed in the second control mode in which the rotation output from the continuously variable transmission is stopped. It is possible to determine the occurrence of a failure of the main pressure control valve that controls the original pressure of the hydraulic pressure of the continuously variable transmission, and to control the hydraulic pressure of the vehicle with the effect that the faulty part can be easily identified. This is useful as a vehicle failure determination device or the like for determining a failure of a control valve.

1 is a schematic block configuration diagram of a vehicle including a failure determination device according to a first embodiment of the present invention. 1 is a schematic block configuration diagram illustrating a configuration of a transmission according to an embodiment of the present invention. It is a schematic diagram which shows the structure of the hydraulic control circuit which concerns on embodiment of this invention. It is a schematic diagram which shows the state in the garage mode of the hydraulic control circuit which concerns on embodiment of this invention. It is a flowchart which shows the failure determination process in embodiment of this invention. It is a flowchart which shows the failure determination process in embodiment of this invention. It is a flowchart which shows the failure determination process in embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Vehicle 11 Engine 20 Transmission 21 Shift lever 30 Hydraulic control apparatus 50 Torque converter 55 Turbine shaft 60 Forward / reverse switching machine 64 Forward clutch 66 Reverse brake 70 CVT
71 Primary shaft 79 Secondary shaft 81 Crank sensor (running state detection means, engine speed detection means)
82 Shift sensor (traveling condition detecting means, switching instruction detecting means)
83 Drive shaft rotational speed sensor (traveling condition detecting means)
84 Turbine shaft rotation speed sensor (traveling condition detection means, turbine rotation speed detection means)
85 Input shaft rotational speed sensor (running condition detection means, gear ratio detection means)
86 Output shaft rotational speed sensor (running condition detection means, gear ratio detection means)
100 ECU (vehicle control means, mode selection means, target gear ratio determination means, speed ratio achievement determination means, rotation speed comparison means, failure determination means, rotation speed fluctuation amount calculation means, vehicle stop determination means, rotation fluctuation amount comparison means, (Transmission ratio unachieved storage means, switching time detection means, switching time comparison means)
200 Hydraulic Control Circuit 210 Primary Regulator Valve 220 Clutch Apply Control Valve 230 Manual Valve 240 First Line Hydraulic Modulator Valve 250 Second Line Hydraulic Modulator Valve 280 Upshift Hydraulic Valve 290 Downshift Hydraulic Valve SLT Linear Solenoid Valve (Original Pressure Control) valve)
SLS linear solenoid valve (main pressure control valve when stopped)
SL0 ON / OFF solenoid valve SL1, SL2 Shift solenoid valve (shift control valve)

Claims (4)

A torque converter that receives torque from the engine and transmits it via hydraulic pressure, a forward / reverse switching machine that switches the presence / absence of torque input from the torque converter and the rotation direction by hydraulic pressure, and a hydraulic pressure connected to the forward / backward switching machine by hydraulic pressure In a vehicle failure determination device comprising a continuously variable transmission that continuously changes the gear ratio,
Vehicle control means for executing control including torque transmission control of the vehicle according to a predetermined control mode;
Control executed by the vehicle control means from a plurality of control modes having a first control mode for controlling hydraulic pressure during travel of the vehicle and a second control mode for stopping output rotation of the continuously variable transmission. Mode selection means for selecting a mode;
A main pressure control valve that controls the hydraulic pressure of the forward / reverse switching machine, and controls the original pressure of the hydraulic pressure of the continuously variable transmission in the first control mode;
A stop-time source pressure control valve for controlling the source pressure of the hydraulic pressure of the continuously variable transmission in the second control mode;
A traveling state detecting means for detecting the traveling state of the vehicle;
Target speed ratio determining means for determining a target speed ratio of the continuously variable transmission according to a traveling state of the vehicle;
A shift control valve that controls a hydraulic pressure that changes the speed ratio of the continuously variable transmission according to the determined target speed ratio;
Gear ratio detecting means for detecting a gear ratio achieved by the continuously variable transmission;
Engine speed detecting means for detecting the engine speed input to the torque converter;
Turbine rotational speed detection means for detecting the turbine rotational speed output from the torque converter;
A gear ratio achievement determining means for determining whether or not the gear ratio detected by the gear ratio detecting means has reached a target gear ratio range corresponding to the target gear ratio determined by the target gear ratio determining means;
A rotational speed comparison means for comparing the turbine rotational speed with a rotational speed threshold value set based on the engine rotational speed;
When it is determined by the speed ratio achievement determining means that the speed ratio does not reach the target speed ratio range in the first control mode, the mode selection means selects the second control mode, As a result of the comparison by the rotation speed comparison means, when the turbine rotation speed is larger than the rotation speed threshold value, a failure determination means that determines that the source pressure control valve has failed,
A vehicle failure determination apparatus comprising:   The failure determination means determines the second control by the mode selection means when the speed ratio achievement determination means determines that the speed ratio has not reached the target speed ratio range in the first control mode. The mode is selected, and it is determined that the speed change control valve has failed when the turbine speed is compared with the rotation speed threshold value or less by the comparison by the rotation speed comparison means. The vehicle failure determination device according to claim 1. A torque converter that receives torque from the engine and transmits it via hydraulic pressure, a forward / reverse switching machine that switches the presence / absence of torque input from the torque converter and the rotation direction by hydraulic pressure, and a hydraulic pressure connected to the forward / backward switching machine by hydraulic pressure In a vehicle failure determination device comprising a continuously variable transmission that continuously changes the gear ratio,
Vehicle control means for executing control including torque transmission control of the vehicle according to a predetermined control mode;
Control executed by the vehicle control means from a plurality of control modes having a first control mode for controlling hydraulic pressure during travel of the vehicle and a third control mode for releasing torque transmission of the forward / reverse switching machine. Mode selection means for selecting a mode;
A main pressure control valve for controlling the hydraulic pressure of the forward / reverse switching machine and for controlling the original pressure of the hydraulic pressure of the continuously variable transmission;
A traveling state detecting means for detecting the traveling state of the vehicle;
Target speed ratio determining means for determining a target speed ratio of the continuously variable transmission according to a traveling state of the vehicle;
A shift control valve that controls a hydraulic pressure that changes the speed ratio of the continuously variable transmission according to the determined target speed ratio;
Gear ratio detecting means for detecting a gear ratio achieved by the continuously variable transmission;
Turbine rotational speed detection means for detecting the turbine rotational speed output from the torque converter;
A rotational speed fluctuation amount calculating means for calculating a fluctuation amount of the turbine rotational speed based on the turbine rotational speed detected by the turbine rotational speed detection means;
A gear ratio achievement determining means for determining whether or not the gear ratio detected by the gear ratio detecting means has reached a target gear ratio range corresponding to the target gear ratio determined by the target gear ratio determining means;
Vehicle stop determination means for determining stop of the vehicle based on the travel condition of the vehicle detected by the travel condition detection means;
A rotation fluctuation amount comparison means for comparing the fluctuation amount of the turbine rotation speed with a predetermined fluctuation amount threshold value;
When the gear ratio achievement determining means determines that the gear ratio has not reached the target gear ratio range in the first control mode, and the vehicle stop determining means determines that the vehicle is stopped. The original pressure control when the third control mode is selected by the mode selection means, and when the fluctuation amount of the turbine rotational speed is larger than the fluctuation amount threshold value as a result of the comparison by the rotation fluctuation amount comparison means. Failure determination means for determining a valve failure;
A vehicle failure determination apparatus comprising: A torque converter that receives torque from the engine and transmits it via hydraulic pressure, a forward / reverse switching machine that switches the presence / absence of torque input from the torque converter and the rotation direction by hydraulic pressure, and a hydraulic pressure connected to the forward / backward switching machine by hydraulic pressure In a vehicle failure determination device comprising a continuously variable transmission that continuously changes the gear ratio,
A main pressure control valve for controlling the hydraulic pressure of the forward / reverse switching machine and for controlling the original pressure of the hydraulic pressure of the continuously variable transmission;
A traveling state detecting means for detecting the traveling state of the vehicle;
Target speed ratio determining means for determining a target speed ratio of the continuously variable transmission according to a traveling state of the vehicle;
A shift control valve that controls a hydraulic pressure that changes the speed ratio of the continuously variable transmission according to the determined target speed ratio;
Gear ratio detecting means for detecting a gear ratio achieved by the continuously variable transmission;
A gear ratio achievement determining means for determining whether or not the gear ratio detected by the gear ratio detecting means has reached a target gear ratio range corresponding to the target gear ratio determined by the target gear ratio determining means;
A transmission ratio non-reach storage means for storing unreachability of the transmission ratio when the transmission ratio achievement determination means determines that the transmission ratio has not reached the target transmission ratio range;
A switching instruction detecting means for detecting a switching instruction for switching presence / absence of torque transmission in the forward / reverse switching machine;
A switching time detecting means for detecting a state switching time until the switching is completed from a non-transmission state in which torque is not transmitted in the forward / reverse switching machine to a transmission state in which torque is transmitted;
A switching time comparison means for comparing the state switching time with a predetermined switching time threshold;
When the transmission ratio non-reachable storage means stores the non-reachment of the transmission ratio, and the switching instruction detection means detects a switching instruction of the torque from the non-transmission state to the transmission state, the switching time When the state switching time is longer than the switching time threshold by the comparison means, failure determination means for determining that the source pressure control valve is failed,
A vehicle failure determination apparatus comprising:

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