JP5692030B2 - Hydraulic control device for vehicle - Google Patents

Description

  The present invention relates to a hydraulic control device for a vehicle including a torque converter with a lockup clutch and a continuously variable transmission, and more particularly to appropriately set a line pressure while suppressing deterioration of fuel consumption during engagement control of a lockup clutch. Regarding improvements.

  2. Description of the Related Art A vehicle including a torque converter provided between an engine and a transmission and a lockup clutch that directly connects an input rotating member and an output rotating member in the torque converter by engagement is known. With regard to such a lockup clutch, a technique for setting a line pressure corresponding to the engagement pressure of the lockup clutch has been proposed. For example, this is the hydraulic control device described in Patent Document 1. According to this technique, at the time of engagement control of the lockup clutch, the line pressure is set by the signal pressure from the lockup solenoid valve, so that the degree of freedom in setting the line pressure is improved without complicating the device configuration. It is supposed to be possible.

JP 2011-127707 A JP 2000-046173 A Japanese Patent Laid-Open No. 11-247981

  However, according to the conventional technique, the line pressure may be set in a range higher than the pressure required for engaging the lockup clutch when the lockup clutch is engaged. In particular, in a vehicle equipped with a continuously variable transmission, a hydraulic control device in which the supply pressure to the continuously variable transmission is determined by the line pressure determined according to the engagement pressure of the lockup clutch is necessary in the above case. A larger line pressure was set as described above, and there was a risk that fuel consumption would deteriorate. Such a problem has been newly found in the course of continuous research by the present inventors in order to improve the efficiency of hydraulic control in a vehicle equipped with a torque converter with a lockup clutch.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a vehicle hydraulic control that appropriately sets a line pressure while suppressing deterioration of fuel consumption during lockup clutch engagement control. To provide an apparatus.

In order to achieve such an object, the gist of the first invention is a torque converter provided between an engine and a continuously variable transmission, and an input rotating member and an output rotation in the torque converter by engagement. A vehicular hydraulic control device for controlling a supply pressure to the continuously variable transmission and an engagement pressure of the lockup clutch. in controlling the pressure, the the command pressure of the first line pressure to be pressure regulated by Sadama Ri primary regulator valve in response to pressure supplied to the continuously variable transmission, depending on the engagement pressure of the lock-up clutch Sadama Ri is compared with the command pressure of the second line pressure to be pressure regulated by the secondary regulator valve, set the corresponding line pressure to any larger instruction pressure, the line pressure is set It is characterized in that to control the engagement pressure of the lock-up clutch based.

Thus, according to the first invention, wherein when controlling the engagement pressure of the lock-up clutch, the first being pressure regulated by the continuous variable Sadama Ri primary regulator valve in response to pressure supplied to the transmission indicating pressure and compares the command pressure of the second line pressure to be pressure regulated by Sadama Ri secondary regulator valve in response to engagement pressure of the lock-up clutch, whichever is greater indicating pressure of the line pressure set the line pressure corresponding to, since on the basis of the line pressure is set so as to control the engagement pressure of the lock-up clutch, it is possible to suppress the large line pressure than necessary is set. In other words, it is possible to provide a vehicle hydraulic control device that appropriately sets the line pressure while suppressing deterioration of fuel consumption during lockup clutch engagement control.

  The gist of the second invention subordinate to the first invention is that the engagement pressure of the lockup clutch is controlled to be equal to or lower than a predetermined upper limit value based on the set line pressure. Is. If it does in this way, it can control suitably that the endurance of an apparatus will be influenced by setting a line pressure larger than necessary.

It is a figure explaining the schematic structure of the power transmission path | route from the engine which comprises the vehicle to which this invention is applied suitably to a drive wheel. FIG. 2 is a block diagram illustrating a main part of a control system provided in the vehicle for controlling a lock-up clutch and the like in the vehicle in FIG. 1. FIG. 2 is a hydraulic circuit diagram showing main parts related to engagement control of a lockup clutch, belt clamping pressure control of a continuously variable transmission, transmission ratio control, and the like in the hydraulic control circuit provided in the vehicle of FIG. 1. It is a functional block diagram explaining the principal part of the control function with which the electronic control apparatus in the vehicle of FIG. 1 was equipped. FIG. 2 is an image diagram for explaining determination of a first line pressure and a second line pressure according to input torque or vehicle speed of a continuously variable transmission in the vehicle of FIG. 1. 2 is a flowchart for explaining a main part of engagement pressure control of a lockup clutch by an electronic control unit in the vehicle of FIG. 1.

  The line pressure is preferably determined based on an input torque of the continuously variable transmission. Preferably, the line pressure is controlled to be smaller as the input torque of the continuously variable transmission is smaller (so that the line pressure is larger as the input torque is larger). The vehicle hydraulic control device preferably uses a first line pressure determined according to a supply pressure to the continuously variable transmission and an engagement pressure of the lockup clutch during the engagement control of the lockup clutch. A larger line pressure is set out of the second line pressures determined accordingly, and the engagement pressure of the lockup clutch is reduced based on the set line pressure as the input torque of the continuously variable transmission decreases. Control the pressure to be small.

  In the vehicle hydraulic control device, it is preferable that a first line pressure determined according to a supply pressure to the continuously variable transmission during engagement control of the lockup clutch is an engagement pressure of the lockup clutch. If it is equal to or greater than the sum of the second line pressure determined in accordance with the predetermined threshold value, the engagement pressure of the lockup clutch is controlled based on the first line pressure. When the first line pressure determined according to the supply pressure to the continuously variable transmission is less than the sum of the second line pressure determined according to the engagement pressure of the lockup clutch and a specified threshold value The engagement pressure of the lockup clutch is controlled based on the second line pressure.

  The continuously variable transmission preferably has an input-side variable pulley (primary pulley) and an output-side variable pulley (secondary pulley) whose effective diameter is variable, and a transmission wound between the pair of variable pulleys. A belt type continuously variable transmission having a belt. The vehicle hydraulic control device is preferably applied to hydraulic control in a hydraulic circuit that controls hydraulic pressure supplied to the input-side variable pulley and the output-side variable pulley in the belt-type continuously variable transmission.

  The supply pressure to the continuously variable transmission is preferably controlled by the output pressure from one or more linear solenoid valves. The engagement pressure of the lockup clutch is preferably controlled by the output pressure from a single linear solenoid valve. The first line pressure is preferably determined by output pressures from the one or more linear solenoid valves that determine the supply pressure to the continuously variable transmission. The second line pressure is preferably determined by the output pressure from a single linear solenoid valve that determines the engagement pressure of the lockup clutch.

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

  FIG. 1 is a diagram illustrating a schematic configuration of a power transmission path from an engine 12 to a drive wheel 24 constituting a vehicle 10 to which the present invention is preferably applied. In FIG. 1, the motive power generated by the engine 12 that is a driving power source for traveling is converted into a torque converter 14 that is a fluid transmission device, a forward / reverse switching device 16, and a belt type continuously variable transmission 18 (hereinafter simply referred to as no It is configured to be transmitted to a pair of left and right drive wheels 24 sequentially through a step transmission 18), a reduction gear device 20, a differential gear device 22, and the like.

  The torque converter 14 corresponds to a pump impeller 14p corresponding to an input rotating member connected to the crankshaft 26 of the engine 12 and an output rotating member connected to the forward / reverse switching device 16 via a turbine shaft 30. A turbine impeller 14t is provided to transmit power through a fluid. A lock-up clutch 14l is provided between the pump impeller 14p and the turbine impeller 14t, and the pump impeller 14p and the turbine impeller 14t rotate integrally when the lock-up clutch 141 is completely engaged. It is supposed to be made. The pump impeller 14p controls the speed of the continuously variable transmission 18, generates a belt clamping pressure in the continuously variable transmission 18, controls the torque capacity of the lockup clutch 14l, Mechanical hydraulic pressure generated by rotating the engine 12 to drive hydraulic pressure for switching the power transmission path in the advance switching device 16 and supplying lubricating oil to each part of the power transmission path of the vehicle 10. An oil pump 28 is connected.

As is well known, the lock-up clutch 141 has a differential pressure ΔP () between a hydraulic pressure P _ON in the engagement side oil chamber 14on and a hydraulic pressure P _OFF in the release side oil chamber 14off by a hydraulic control circuit 100 described later. = P _ON -P _OFF ) is a hydraulic friction clutch that is frictionally engaged with the front cover 14c (see FIG. 3). The operating state of the torque converter 14 is, for example, a so-called lockup release state (torque control state, lockup off) in which the differential pressure ΔP is negative and the lockup clutch 141 is released, and the differential pressure ΔP is zero or more. The lockup clutch 14l is half-engaged with slip, so-called lockup slip state (half-engaged state, slip state), and the differential pressure ΔP is maximized so that the lockup clutch 14l is fully engaged. The so-called lock-up state (engaged state, lock-up on) is roughly divided into three states.

In the lockup state, the lockup clutch 14l is completely engaged, whereby the pump impeller 14p and the turbine impeller 14t are integrally rotated, and the power of the engine 12 is transmitted to the continuously variable transmission 18 side. Directly communicated to In the lock-up slip state, the differential pressure ΔP is controlled so as to be engaged in a predetermined slip state, for example, an input / output rotational speed difference (that is, slip rotational speed (slip amount) = engine rotational speed N _E − The turbine rotation speed N _T ) N _S is feedback-controlled, so that when the vehicle 10 is driven (powered on), the turbine shaft 30 is rotated following the crankshaft 26 with a predetermined slip amount, while the vehicle is not driven. At the time of driving (power off), the crankshaft 26 is rotated following the turbine shaft 30 with a predetermined slip amount.

  The forward / reverse switching device 16 is composed mainly of a forward clutch C1, a reverse brake B1, and a double pinion type planetary gear device 16p, and the turbine shaft 30 of the torque converter 14 is integrated with a sun gear 16s. The input shaft 32 of the continuously variable transmission 18 is integrally connected to the carrier 16c, while the carrier 16c and the sun gear 16s are selectively connected via the forward clutch C1. The ring gear 16r is selectively fixed to a housing 34 as a non-rotating member via a reverse brake B1. Each of the forward clutch C1 and the reverse brake B1 is preferably a hydraulic friction engagement device that is frictionally engaged by a hydraulic cylinder.

  In the forward / reverse switching device 16 configured as described above, when the forward clutch C1 is engaged and the reverse brake B1 is released, the forward / reverse switching device 16 is brought into an integral rotation state. As a result, the turbine shaft 30 is directly connected to the input shaft 32, and the forward power transmission path is established (achieved), so that the driving force in the forward direction is transmitted to the continuously variable transmission 18 side. When the reverse brake B1 is engaged and the forward clutch C1 is released, the forward / reverse switching device 16 establishes (achieves) a reverse power transmission path, and the input shaft 32 is a turbine shaft. Thus, the drive force in the reverse direction is transmitted to the continuously variable transmission 18 side. When both the forward clutch C1 and the reverse brake B1 are released, the forward / reverse switching device 16 is in a neutral state (power transmission cut-off state) in which power transmission is cut off.

The engine 12 is an internal combustion engine such as a gasoline engine or a diesel engine, for example, and functions as a driving force source (main power source) for traveling in the vehicle 10. The intake pipe 36 of the engine 12 is provided with an electronic throttle valve 40 for electrically controlling the intake air amount Q _AIR of the engine 12 using a throttle actuator 38 as shown in FIG.

  The continuously variable transmission 18 includes an input side member provided on the input shaft 32 and a primary pulley (primary sheave) 42 that is an input side variable pulley having a variable effective diameter, and an output side provided on the output shaft 44. A secondary pulley (secondary sheave) 46 (hereinafter simply referred to as variable pulleys 42 and 46 unless otherwise specified), which is an output side variable pulley having a variable effective diameter, and a pair of variable pulleys 42 and 46. A transmission belt 48 wound around is provided. With such a configuration, in the continuously variable transmission 18, power is transmitted through the frictional force between the pair of variable pulleys 42 and 46 and the transmission belt 48. The transmission belt 48 has, for example, an endless annular shape as a whole, and is superposed in the thickness direction in a state of being in close contact with each other along a pair of endless annular tape-like hoops (belts). And a large number of elements (frames). This element is formed with a pair of hoop engagement grooves formed so as to open to the side, and the pair of hoops are engaged with the hoop engagement grooves.

The primary pulley 42 is a fixed rotating body (fixed sheave) 42a as an input-side fixed rotating body fixed to the input shaft 32, and is not rotatable relative to the input shaft 32 and is movable in the axial direction. A movable rotating body (movable sheave) 42b as an input side movable rotating body provided on the input side, and an input side thrust (primary thrust) Win (= primary pressure) in the primary pulley 42 for changing the V groove width between them. and P _PS × primary hydraulic cylinder (the input side hydraulic cylinder as a hydraulic actuator which applies a pressure receiving area)) 42c, and is configured to include. The secondary pulley 46 is a fixed rotating body (fixed sheave) 46a as an output side fixed rotating body fixed to the output shaft 44, and the output shaft 44 is not rotatable relative to the output shaft 44 and is movable in the axial direction. The output side thrust (secondary thrust) Wout (= secondary pressure) in the secondary pulley 46 for changing the width of the V-groove between the movable rotor (movable sheave) 46b as the output-side movable rotor provided in A secondary side hydraulic cylinder (output side hydraulic cylinder) 46c as a hydraulic actuator that provides (P _SS × pressure receiving area) is provided.

As shown in FIG. 3 to be described later, the secondary pressure P _SS is a hydraulic pressure to the oil chamber of the primary pressure P _PS and the secondary-side hydraulic cylinder 46c is a hydraulic pressure to the oil chamber of the primary hydraulic cylinder 42c, the vehicle The pressure control is independently controlled by the hydraulic control circuit 100 provided in the system 10. Thereby, the primary thrust Win that is the thrust in the primary pulley 42 and the secondary thrust Wout that is the thrust in the secondary pulley 46 are controlled directly or indirectly, respectively, so that the pair of variable pulleys 42 and 46 The width of each V-groove changes to change the engagement diameter (effective diameter) of the transmission belt 48, and the gear ratio (gear ratio) γ (= input shaft rotational speed N _IN / output shaft rotation) of the continuously variable transmission 18 Speed N _OUT ) is continuously changed, and a frictional force (belt clamping pressure) between the pair of variable pulleys 42 and 46 and the transmission belt 48 is set so that the transmission belt 48 does not slip. Be controlled.

In the continuously variable transmission 18, the primary thrust Win and the secondary thrust Wout are controlled as described above, so that the actual transmission ratio (actual transmission ratio) γ is targeted while preventing the transmission belt 48 from slipping. The transmission ratio is γ ^* . Here, the input shaft rotational speed N _IN is the rotational speed of the input shaft 32, and the output shaft rotational speed N _OUT is the rotational speed of the output shaft 44. As is apparent from FIG. 1, in this embodiment, the input shaft rotational speed N _IN is the same as the primary pulley 42 rotational speed, and the output shaft rotational speed N _OUT is the same as the secondary pulley 46 rotational speed. is there.

In the continuously variable transmission 18, for example, when the primary pressure _PPS is increased, the V groove width of the primary pulley 42 is reduced and the speed ratio γ is reduced. That is, the continuously variable transmission 18 is _upshifted by increasing the primary pressure _PPS . When the primary pressure _PPS is lowered, the V groove width of the primary pulley 42 is widened, and the speed ratio γ is increased. That is, the continuously variable transmission 18 is downshifted by decreasing the primary pressure _PPS . Therefore, when the V groove width of the primary pulley 42 is minimized, the minimum speed ratio γmin (highest speed side speed ratio, maximum Hi) is achieved as the speed ratio γ of the continuously variable transmission 18. When the V-groove width of the primary pulley 42 is maximized, the maximum gear ratio γmax (lowest speed side gear ratio, lowest Low) is achieved as the gear ratio γ of the continuously variable transmission 18. In the continuously variable transmission 18, slippage (belt slip) of the transmission belt 48 is prevented by the primary pressure P _PS (the primary thrust Win is also agreed) and the secondary pressure P _SS (the secondary thrust Wout is also agreed). The target gear ratio γ ^* is realized by the mutual relationship between the primary thrust Win and the secondary thrust Wout, and the target shift is not realized only by one pulley pressure (thrust is also agreed).

  FIG. 2 is a block diagram for explaining a main part of a control system provided in the vehicle 10 in order to control the engine 12, the continuously variable transmission 18, the lock-up clutch 141, and the like in the vehicle 10. The vehicle 10 according to the present embodiment includes, for example, an electronic device including a vehicle hydraulic control apparatus according to an embodiment of the present invention that executes engagement control of the lockup clutch 14l, shift control of the continuously variable transmission 18, and the like. A control device 50 is provided. The electronic control device 50 is configured to include a so-called microcomputer having, for example, a CPU, a RAM, a ROM, and an input / output interface, and the CPU is stored in advance in the ROM using a temporary storage function of the RAM. Various controls relating to the vehicle 10 are executed by performing signal processing according to a program. For example, the electronic control unit 50 performs output control of the engine 12, shift control of the continuously variable transmission 18, belt clamping pressure control, engagement control (torque capacity control) of the lockup clutch 14l, and the like. If necessary, it is divided into an engine control unit, a transmission control unit for the continuously variable transmission 18 and a hydraulic control unit for the lock-up clutch 14l.

The electronic control device 50 is supplied with signals from various sensors and switches provided in the vehicle 10. For example, detected by the rotation angle (position) A _CR and the rotational speed signal representing the (engine rotational speed) N _E of the engine 12, a turbine rotational speed sensor 54 of the crankshaft 26 detected by the engine rotational speed sensor 52 A signal representing a rotational speed (turbine rotational speed) _NT of the turbine shaft 30; a signal representing an input shaft rotational speed N _IN which is an input rotational speed of the continuously variable transmission 18 detected by the input shaft rotational speed sensor 56; A signal representing the output shaft rotational speed N _OUT which is the output rotational speed of the continuously variable transmission 18 corresponding to the vehicle speed V detected by the output shaft rotational speed sensor 58, the electronic throttle valve 40 detected by the throttle sensor 60. signal representing the throttle valve opening theta _TH, a signal representing the cooling water temperature TH _W of the engine 12 detected by a coolant temperature sensor 62, intake Signal representing the intake air quantity Q _AIR of the engine 12 detected by the air flow sensor 64, the accelerator opening is an operation amount of the accelerator pedal as an acceleration demand of the detected driver by the accelerator opening sensor 66 A _CC , A signal indicating a brake-on B _ON indicating a state in which a foot brake as a service brake detected by the foot brake switch 68 is operated, a continuously variable transmission 18 detected by the CVT oil temperature sensor 70, etc. signal representative of the oil temperature TH _oIL of the working oil, lever lever position (operation position) of the shift lever detected by the position sensor 72 signals representative of P _SH, the battery temperature detected by the battery sensor 76 TH _BAT and the battery output current (Battery charge / discharge current) Signal representing I _BAT and battery voltage V _BAT , secondary oil pressure sensor A second hydraulic pressure that is the hydraulic pressure supplied to the secondary pulley 46 detected by the pressure sensor 78, that is, a signal representing the secondary pressure _PSS , etc. is supplied. The electronic control device 50 sequentially calculates the state of charge (charge capacity) SOC of the battery (power storage device) based on, for example, the battery temperature TH _BAT , the battery charge / discharge current I _BAT , the battery voltage V _BAT , and the like. The electronic control unit 50 sequentially calculates the actual speed ratio γ (= N _IN / N _OUT ) of the continuously variable transmission 18 based on, for example, the output shaft rotational speed N _OUT and the input shaft rotational speed N _IN .

The electronic control device 50 outputs a signal for controlling the operation of each part in the vehicle 10. For example, an engine output control command signal S _E for output control of the engine 12, a hydraulic control command for hydraulic control related to the shift control of the continuously variable transmission 18, or a hydraulic control command related to engagement control of the lockup clutch 14l. Signals _{SP and the} like are respectively output. Specifically, as the engine output control command signal S _E , the throttle signal for controlling the opening / closing of the electronic throttle valve 40 by driving the throttle actuator 38, and the amount of fuel injected from the fuel injection device 80 are set. An injection signal for controlling, an ignition timing signal for controlling the ignition timing of the engine 12 by the ignition device 82, and the like are output. It said as the hydraulic pressure control command signal S _P, which will be described later linear solenoid valves SLP, SLS, the command signal and the like for driving the SLU like, is output to the hydraulic control circuit 100 to be described later with reference to FIG.

FIG. 3 is a hydraulic circuit showing a main part related to engagement control of the lockup clutch 14l, belt clamping pressure control, speed ratio control, etc. of the continuously variable transmission 18 in the hydraulic control circuit 100 provided in the vehicle 10. FIG. As shown in FIG. 3, the hydraulic control circuit 100 includes the oil pump 28, a primary pressure control valve 110 that regulates the primary pressure P _PS (Pin), and a secondary pressure control valve that regulates the secondary pressure P _SS (Pout). 112, a primary regulator valve (first line hydraulic pressure regulating valve) 114 that regulates the first line pressure P _L1 , a modulator valve 116 that regulates the modulator pressure P _M, and a secondary regulator valve that regulates the second line pressure P _L2 (second line pressure regulator valve) 118, the lock-up lock-up control valve 120 and the lock-up relay valve 122 pressure regulating differential pressure ΔP of the clutch 14l, the control oil pressure P _SLP pressure the regulating linear solenoid valves SLP, pressure regulating control hydraulic pressure P _SLS Riniasoreno for pressurizing linear solenoid valve SLS, the control pressure P _SLU tone De valve SLPU, and a solenoid valve SL like pressure regulating a switching signal pressure P _SL. The linear solenoid valves SLP, SLS, and SLU are all electromagnetic control valves that adjust the control hydraulic pressure based on the command value supplied from the electronic control unit 50. The solenoid valve SL is an electromagnetic valve (on / off valve) that switches between output (on) and non-output (off) of the switching signal pressure P _SL based on a command value supplied from the electronic control unit 50.

The first line pressure P _L1 is, for example, a control hydraulic pressure P _SLP that is an output hydraulic pressure of the linear solenoid valve SLP by the relief type primary regulator valve 114 using an operating hydraulic pressure output (generated) from the oil pump 28 as a source pressure. The pressure is adjusted based on the control hydraulic pressure P _SLS that is the output hydraulic pressure of the linear solenoid valve SLS, the second line pressure P _L2 that is the output hydraulic pressure of the secondary regulator valve 118, and the like. Preferably, the pressure is adjusted to a value corresponding to the input torque T _IN to the continuously variable transmission 18 or the engine load. For example, the first line pressure P _L1 is the primary pressure P _PS and higher pressure to a predetermined margin of the secondary pressure P _SS hydraulic plus (margin) is pressure adjusted so as to obtain. Therefore, it is avoided that the first line pressure P _L1 which is the original pressure is insufficient in the pressure adjusting operation of the primary pressure control valve 110 and the secondary pressure control valve 112, and the first line pressure P _L1 is unnecessary. It is possible not to be raised.

The modulator pressure P _M includes a control oil pressure P _SLP that is an output oil pressure of the linear solenoid valve _SLP , a control oil pressure P _SLS that is an output oil pressure of the linear solenoid valve _SLS , and a control oil pressure P _SLU that is an output oil pressure of the linear solenoid valve _SLU. For example, a first line pressure P _L1 , which is an output hydraulic pressure of the primary regulator valve 114, is adjusted to a predetermined hydraulic pressure (constant pressure) by the modulator valve 116. The The second line pressure P _L2 is a control that is the output hydraulic pressure of the linear solenoid valve SLU by the relief type secondary regulator valve 118 using the first line pressure P _L1 that is the output hydraulic pressure of the primary regulator valve 114 as a source pressure, for example. The pressure is adjusted based on the hydraulic pressure P _SLU or the like. As described above, the first line pressure P _L1 includes the control hydraulic pressure P _SLP that is the output hydraulic pressure of the linear solenoid valve _SLP , the control hydraulic pressure P _SLS that is the output hydraulic pressure of the linear solenoid valve _SLS , and the output of the secondary regulator valve 118. The pressure is adjusted based on the second line pressure P _L2 or the like, which is a hydraulic pressure. Accordingly, the line pressure in the hydraulic control circuit 100 includes the control hydraulic pressure P _SLP that is the output hydraulic pressure of the linear solenoid valve SLP, the control hydraulic pressure P _SLS that is the output hydraulic pressure of the linear solenoid valve _SLS , and the output hydraulic pressure of the linear solenoid valve SLU. The pressure is adjusted based on the control oil pressure P _SLU .

The primary pressure control valve 110 adjusts the first line pressure P _L1 by using, for example, a control hydraulic pressure P _SLP that is an output hydraulic pressure of the linear solenoid valve SLP as a pilot pressure, and controls a primary hydraulic cylinder 42c of the primary pulley 42. To supply. Thus, the primary pressure P _PS supplied to the primary hydraulic cylinder 42c is controlled. For example, when the control hydraulic pressure P _SLP output from the linear solenoid valve _SLP is increased from the state where a predetermined hydraulic pressure is supplied to the primary hydraulic cylinder 42c, the primary hydraulic cylinder 42c is supplied accordingly. The primary pressure _PPS is increased. On the other hand, when the control hydraulic pressure P _SLP output from the linear solenoid valve _SLP is lowered from the state where a predetermined hydraulic pressure is supplied to the primary hydraulic cylinder 42c, the primary hydraulic cylinder 42c is accordingly supplied to the primary hydraulic cylinder 42c. The primary pressure _PPS is reduced.

The secondary pressure control valve 112 adjusts the first line pressure P _L1 by using, for example, the control hydraulic pressure P _SLS that is the output hydraulic pressure of the linear solenoid valve SLS as a pilot pressure, and controls the secondary hydraulic cylinder 46 c of the secondary pulley 46. Supply. Thus, the secondary pressure P _SS supplied to the secondary side hydraulic cylinder 46c is controlled. For example, when the control hydraulic pressure P _SLS output from the linear solenoid valve _SLS is increased from the state in which a predetermined hydraulic pressure is supplied to the secondary hydraulic cylinder 46c, the secondary hydraulic cylinder 46c is accordingly supplied to the secondary hydraulic cylinder 46c. The pressure P _SS is increased. On the other hand, when the control hydraulic pressure P _SLS output from the linear solenoid valve _SLS is lowered from the state in which a predetermined hydraulic pressure is supplied to the secondary hydraulic cylinder 46c, the secondary hydraulic cylinder 46c is supplied to the secondary hydraulic cylinder 46c accordingly. Secondary pressure _PSS is reduced.

In the hydraulic control circuit 100 configured as described above, for example, the secondary pressure P _SS to pressure regulated by the primary pressure P _PS and the linear solenoid valve SLS is pressed regulated by the linear solenoid valve SLP includes the transmission belt 48 The pair of variable pulleys 42 and 46 are controlled to generate a belt clamping pressure that does not cause slippage between the variable pulleys 42 and 46 and does not become unnecessarily large. For example, the primary pressure P _PS and the secondary pressure P in a mutual relationship with the _SS, the one thrust ratio of 42, 46 of the pair variable pulley of τ (= Wout / Win) the continuously variable transmission by is changed 18 Is changed. For example, the gear ratio γ is increased as the thrust ratio τ is increased (that is, the continuously variable transmission 18 is downshifted).

The lockup relay valve 122 switches between the released state and the engaged or slipped state of the lockup clutch 14l. In other words, engagement of the release-side position to the lock-up clutch 14l a released state (the off-side position) and the lock-up clutch 14l and engaged or slipping state in response to the switching signal pressure P _SL from the solenoid valve SL It is switched to the side position (ON side position). When switching signal pressure P _SL from the solenoid valve SL is turned case (if supplied) is switched on-side position, switching signal pressure P _SL is off (if not supplied) Is switched to the off-side position. When the lockup clutch 141 is engaged or slipped by the lockup relay valve 122, the lockup control valve 120 corresponds to the control oil pressure P _SLU output from the linear solenoid valve SLU. to control the slip amount N _S of lockup clutch 14l, engaging the lock-up clutch 14l. That is, the operating state of the lockup clutch 14l is switched in a slipping state to a lockup on range in accordance with the control oil pressure P _SLU .

The linear solenoid valve SLU functions as a linear solenoid valve for slip control at the time of slip control (half-engagement control) of the lock-up clutch 14l, and according to a command from the electronic control unit 50, the lock A signal pressure P _SLU for controlling the engagement pressure at the time of engagement or slip engagement of the up clutch 141 is output. For example, the source pressure modulator pressure P _M that is output from the modulator valve 116, a solenoid control valve which outputs a signal pressure P _SLU under reduced pressure the modulator pressure P _M, is supplied from the electronic control unit 50 A signal pressure P _SLU corresponding to the command value is generated.

The solenoid valve SL outputs a predetermined switching signal pressure P _SL in accordance with an SL command signal (ON / OFF signal) S _SL from the electronic control unit 50. For example, although non-excited state (OFF state), the switching signal pressure P _SL a drain pressure, energized state in (on) the switching signal pressure P _SL as the modulator pressure P _M of the lock-up relay valve 122 By acting on the oil chamber, the lockup relay valve 122 is configured to move to the ON position (ON) in the engaged state.

With the hydraulic control circuit 100 configured as described above, the supply state of the hydraulic pressure supplied from the lockup relay valve 122 to the engagement side oil chamber 14on and the release side oil chamber 14off in the torque converter 14 is switched. As a result, the operating state of the lock-up clutch 14l is switched. First, the case where the lockup clutch 14l is slipped or locked up will be described. In the lockup relay valve 122, when the switching signal pressure _PSL is supplied by the solenoid valve SL, the lockup relay valve 122 is set to the on-side position, and the second supplied to the lockup relay valve 122 is supplied. The line pressure P _L2 is supplied to the engagement side oil chamber 14on of the torque converter 14. The second line pressure P _L2 supplied to the engagement side oil chamber 14on becomes the hydraulic pressure P _ON . At the same time, the release side oil chamber 14off is communicated with a predetermined port in the lockup control valve 120. Then, the hydraulic pressure P _OFF in the release side oil chamber 14off is adjusted by the lockup control valve 120 (that is, the differential pressure ΔP (= P _ON −P _OFF ), that is, the engagement pressure is adjusted by the lockup control valve 120. Thus, the operating state of the lock-up clutch 14l is switched in the range from the slip state to the lock-up on. The flow rate of the hydraulic oil supplied from the lockup control valve 120 to the release side oil chamber 14off is controlled by the control hydraulic pressure P _SLU supplied to the lockup control valve 120. That is controlled differential pressure ΔP is the control pressure P _SLU of the linear solenoid valve SLU, whereby slipping state of the lock-up clutch 14l (engagement force) is controlled.

In the lockup relay valve 122, when the switching signal pressure _PSL is supplied by the solenoid valve SL, the control hydraulic pressure P _SLU for setting the lockup control valve 120 to the complete engagement (ON) side position. Is supplied to the lock-up control valve 120, the second line pressure P _L2 is not supplied from the lock-up control valve 120 to the release-side oil chamber 14off, and hydraulic oil from the release-side oil chamber 14off is not supplied. It is discharged from the drain port EX. As a result, the differential pressure ΔP is maximized and the lockup clutch 14l is fully engaged. When the lockup clutch 14l is in the slip state or the fully engaged state, the lockup relay valve 122 is positioned at the on-side position, and the hydraulic oil discharged from the secondary regulator valve 118 is lubricated from the discharge port to the device. Supplied for.

On the other hand, in the lock-up relay valve 122, when the switching signal pressure P _SL from the solenoid valve SL is not supplied, the lock-up relay valve 122 is turned off side position, supplied to the lock-up relay valve 122 The second line pressure P _L2 is supplied to the release-side oil chamber 14off. The hydraulic oil discharged through the engagement side oil chamber 14on is supplied for lubrication of the apparatus. That is, in the lock-up relay valve 122, when the switching signal pressure P _SL from the solenoid valve SL is not supplied, the lock-up clutch 14l is in the released state, the linear solenoid valve SLU to the lock-up control valve Slip or engagement control via 120 is not performed. In other words, even if the signal pressure P _SLU output from the linear solenoid valve SLU is changed, the change is locked as long as the lock-up relay valve 122 is positioned to the off-side position. It is not reflected in the engagement state (differential pressure ΔP) of the up clutch 14l.

FIG. 4 is a functional block diagram for explaining the main part of the control function provided in the electronic control unit 50. The sheave supply pressure control unit 90 shown in FIG. 4 applies the primary pressure _PPS and the secondary pulley 46 (secondary hydraulic cylinder 46c) supplied to the primary pulley 42 (primary hydraulic cylinder 42c) in the continuously variable transmission 18. The supplied secondary pressure _PSS is controlled. For example, in the continuously variable transmission 18, a desired gear ratio (gear ratio) γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) is established, and the transmission belt 48 is prevented from slipping. to the with the primary pressure P _PS from the primary pressure control valve 110 is supplied to the primary hydraulic cylinder 42c is controlled via the linear solenoid valves SLP, the secondary-side hydraulic cylinder 46c from the secondary pressure control valve 112 the secondary pressure P _SS supplied controlled via the linear solenoid valve SLS.

The line pressure calculation unit 92 outputs the first pressure output from the primary regulator valve 114 based on the control hydraulic pressure P _SLP that is the output hydraulic pressure of the linear solenoid valve _SLP and the control hydraulic pressure P _SLS that is the output hydraulic pressure of the linear solenoid valve SLS. A command pressure plprv of one line pressure P _L1 is calculated. As described above, the first line pressure P _L1, preferably the so primary pressure P _PS and the secondary pressure P _SS higher the oil pressure predetermined margin of (margin) the hydraulic pressure added to obtain It is regulated. Therefore, the command value of the primary pressure P _PS and the secondary pressure P _SS by sheave supply pressure control unit 90 is calculated, wherein the linear solenoid valve SLP control oil pressure P _SLP and control oil pressure of the linear solenoid valve SLS accordingly When P _SLS is determined, the command pressure plprv of the first line pressure P _L1 is calculated based on the oil pressures P _SLP and P _SLS . That is, the command pressure plprv of the first line pressure P _L1 output from the primary regulator valve 114 is preferably a control hydraulic pressure P _SLP that is an output hydraulic pressure of the linear solenoid valve SLP and an output hydraulic pressure of the linear solenoid valve SLS. _Is determined by the control hydraulic pressure P _SLS .

The line pressure calculation unit 92 calculates a command pressure psecplucc of the second line pressure P _L2 output from the secondary regulator valve 118 based on a control hydraulic pressure P _SLU that is an output hydraulic pressure of the linear solenoid valve SLU. The second line pressure P _L2 is preferably regulated so as to obtain a hydraulic pressure that realizes a command pressure for torque capacity control of the lock-up clutch 14l. Therefore, in the torque capacity control of the lockup clutch 14l, when the differential pressure ΔP as the command pressure is calculated and the control hydraulic pressure P _SLU that is the output hydraulic pressure of the linear solenoid valve _SLU is determined accordingly, the hydraulic pressure is determined. Based on P _SLU , the command pressure psecplucc of the second line pressure P _L2 is calculated. That is, the command pressure psecplucc of the second line pressure P _L2 output from the secondary regulator valve 118 is preferably a control hydraulic pressure that is an output hydraulic pressure of the linear solenoid valve SLU related to torque capacity control of the torque converter 14. Determined by P _SLU .

FIG. 5 is an image diagram for explaining the determination of the first line pressure P _L1 and the second line pressure P _L2 according to the input torque T _{IN to the} vehicle speed V of the continuously variable transmission 18 in the vehicle 10. The relationship corresponding to the indicated pressure plprv of the line pressure P _L1 is indicated by a one-dot chain line, and the relationship corresponding to the indicated pressure psecplucc of the second line pressure P _L2 is indicated by a two-dot chain line, and the second line pressure P _L2 after MAX selection to be described later. The relationship corresponding to the command pressure psecplucc is indicated by a solid line. As shown in FIG. 5, the first line pressure P _L1 and the second line pressure P _L2 are basically higher oil pressure as the input torque T _{IN to the} vehicle speed V of the continuously variable transmission 18 is higher. Is done. On the low torque side where the input torque T _IN of the continuously variable transmission 18 is relatively low or on the low vehicle speed side where the vehicle speed V is relatively low, the second line pressure P _L2 is larger than the first line pressure P _L1. However, on the high torque side where the input torque T _IN is relatively high or on the high vehicle speed side where the vehicle speed V is relatively high, the first line pressure P _L1 is larger than the second line pressure P _L2 .

The line pressure setting unit 94 shown in FIG. 4 performs the lock based on the command pressure plprv of the first line pressure P _{L1 and} the command pressure psecplucc of the second line pressure P _L2 calculated by the line pressure calculation unit 92. The line pressure related to the engagement control of the up clutch 14l is set. For example, the MAX selection control of the command pressure plprv of the first line pressure P _{L1 and} the command pressure psecplucc of the second line pressure P _L2 calculated by the line pressure calculation unit 92, that is, the command of the first line pressure P _L1 Control is performed to compare the magnitude relationship between the pressure plprv and the indicated pressure psecplucc of the second line pressure P _L2 and to set the line pressure based on the comparison result.

Specifically, the line pressure setting unit 94 determines that the command pressure plprv of the first line pressure P _L1 is equal to the command pressure psecplucc of the second line pressure P _L2 when the following equation (1) is satisfied. When it is equal to or greater than the sum of the prescribed threshold value Δ, the control hydraulic pressure P _SLU that is the output hydraulic pressure of the linear solenoid valve SLU based on the command pressure plprv of the first line pressure P _L1 , and thus the lockup clutch The differential pressure ΔP of 14 l is calculated (reverse calculation) so that the following equation (2) is established, that is, the command pressure psecplucc of the second line pressure P _L2 is equal to the command pressure plprv of the first line pressure P _L1. Set the line pressure so that Here, the threshold value Δ is calculated as a control hydraulic pressure P _SLU that is an output hydraulic pressure of the linear solenoid valve SLU based on the command pressure plprv of the first line pressure P _L1 , and further, a differential pressure ΔP of the lockup clutch 14l. The value is determined in advance corresponding to the hardware variation of the vehicle 10 so that the command pressures plprv and psecplucc are not reversed by (conversion). When the following equation (1) is not satisfied, that is, when the command pressure plprv of the first line pressure P _L1 is less than the sum of the command pressure psecplucc of the second line pressure P _L2 and the specified threshold value Δ. The command pressure psecplucc of the second line pressure P _L2 determined from the command pressure of the torque capacity control of the lockup clutch 141 is not changed and is set as the line pressure as it is. The threshold Δ is preferably a value sufficiently smaller than the command pressure plprv of the first line pressure P _{L1 and} the command pressure psecplucc of the second line pressure P _L2 . Therefore, in other words, the line pressure setting unit 94 is determined according to the first line pressure P _L1 determined according to the supply pressure to the continuously variable transmission 18 and the engagement pressure of the lockup clutch 14l. The larger one of the line pressures P _L2 is set.

plprv ≧ psecplucc + Δ (1)
plprv = psecplucc (2)

The lockup engagement pressure control unit 96 shown in FIG. 4 controls the engagement of the lockup clutch 14l. That is, the hydraulic pressure P _ON supplied to the engagement side oil chamber 14on of the torque converter 14 and the release side oil via the switching signal pressure P _{SL of the} solenoid valve SL, the control hydraulic pressure P _SLU of the linear solenoid valve SLU, and the like. By controlling the hydraulic pressure P _OFF supplied to the chamber 14off, the engagement state (torque capacity) of the lockup clutch 14l is controlled. Here, the lockup engagement pressure control unit 96 controls the engagement of the lockup clutch 141 based on the line pressure set by the line pressure setting unit 94. That is, based on the line pressure set by the line pressure setting unit 94, the control hydraulic pressure P _SLU that is the output hydraulic pressure of the linear solenoid valve SLU, and the differential pressure ΔP of the lockup clutch 14l is calculated. The control hydraulic pressure P _{SLU and the} like of the linear solenoid valve SLU are controlled so that the pressure ΔP is realized. When the equation (1) is satisfied, that is, when the command pressure plprv of the first line pressure P _L1 is equal to or greater than the sum of the command pressure psecplucc of the second line pressure P _L2 and a specified threshold value Δ, Based on the command pressure plprv of the first line pressure P _L1 , the control hydraulic pressure P _SLU that is the output hydraulic pressure of the linear solenoid valve SLU and the differential pressure ΔP of the lock-up clutch 14l is calculated (back-calculated). 2) Engagement control of the lock-up clutch 141 is performed so that the formula is satisfied. Wherein (1) when the equation is not satisfied, the engagement of the lock-up clutch 14l in accordance with an instruction pressure psecplucc of the lock-up clutch 14l the second line pressure P _L2 determined from the instruction pressure of the torque capacity control of the Take control.

As shown in FIG. 4, the lockup engagement pressure control unit 96 preferably includes an upper limit guard control unit 98. Based on the line pressure set by the line pressure setting unit 94, the upper limit guard control unit 98 controls the engagement pressure of the lockup clutch 14l to be equal to or lower than a predetermined upper limit value. Specifically, the differential pressure ΔP that determines the engagement pressure of the lock-up clutch 14l is equal to or less than a value corresponding to a predetermined upper limit value Plim for hardware protection (maintenance of durability) of the vehicle 10. Thus, the control hydraulic pressure P _{SLU and the} like of the linear solenoid valve SLU are controlled.

When performing MAX select control of the command pressure plprv of the first line pressure P _{L1 and} the command pressure psecplucc of the second line pressure P _L2 calculated by the line pressure calculation unit 92, that is, the first line pressure P _L1 When comparing the magnitude relationship between the command pressure plprv and the command pressure psecplucc of the second line pressure P _L2 and setting the line pressure based on the comparison result, the command pressure psecplucc of the second line pressure P _L2 after setting is set. This is indicated by a solid line in FIG. In FIG. 5, the point at which the indicated pressure is switched by the line pressure setting unit 94 is indicated by an asterisk. This point is determined by the command pressure for realizing the torque capacity desired for the lockup clutch 141 and the threshold value Δ. On the lower torque side (lower vehicle speed side) than the point indicated by the asterisk, since the above equation (1) is not established, the second line pressure P _L2 determined from the command pressure for torque capacity control of the lockup clutch 14l Engagement control of the lockup clutch 14l is performed based on the command pressure psecplucc. On the higher torque side (higher vehicle speed side) than the point indicated by the asterisk, the above equation (1) is satisfied, and therefore the output hydraulic pressure of the linear solenoid valve SLU is based on the indicated pressure plprv of the first line pressure P _L1. The control oil pressure P _{SLU and} , in turn, the differential pressure ΔP of the lock-up clutch 14l is calculated, and the engagement control of the lock-up clutch 14l is performed so that the equation (2) is established.

A value corresponding to the engagement pressure upper limit value Plim of the lock-up clutch 141 set in advance for hard protection (maintenance of durability) of the vehicle 10 is shown by a broken line in FIG. Preferably, the control pressure P _SLU , which is the output hydraulic pressure of the linear solenoid valve SLU, and the difference between the lock-up clutch 14 l so that the command pressure psecplucc of the second line pressure P _L2 is less than or equal to the upper limit value Plim. The pressure ΔP is controlled. In the conventional control, for example, the control hydraulic pressure P _SLU output from the linear solenoid valve _SLU is always set to the maximum value (for example, 1.0 MPa) during the engagement control of the lockup clutch 14l. Since the first line pressure P _L1 is determined according to the second line pressure P _L2, when the output pressure of the linear solenoid valve SLU indicates the maximum value, the line pressure is unnecessarily increased and the fuel consumption is increased. There was a risk of worsening. On the other hand, according to the control of the present embodiment, the MAX selection control of the command pressure plprv of the first line pressure P _{L1 and} the command pressure psecplucc of the second line pressure P _L2 is performed to output from the linear solenoid valve SLU. It is possible to suitably suppress the line pressure from being unnecessarily increased by the control hydraulic pressure P _SLU . Furthermore, by determining the upper limit value Plim for hardware protection of the vehicle 10, it is possible to suitably suppress deterioration of the durability of the device.

  FIG. 6 is a flowchart for explaining a main part of the engagement pressure control of the lock-up clutch 14l by the electronic control unit 50, and is repeatedly executed at a predetermined cycle.

First, in step (hereinafter, step is omitted) S1, a differential pressure ΔP that determines the engagement pressure (torque capacity) of the lockup clutch 14l is calculated based on the input torque T _IN of the continuously variable transmission 18 and the like. Is done. This input torque T _IN is determined in accordance with, for example, the engine torque T _E calculated based on the intake air amount Q _A or the like. Next, in S2, the command pressure of the first line pressure P _L1 determined based on the control hydraulic pressure P _SLP that is the output hydraulic pressure of the linear solenoid valve _SLP and the control hydraulic pressure P _SLS that is the output hydraulic pressure of the linear solenoid valve SLS. It is determined whether or not plprv is equal to or greater than the sum of the command pressure psecplucc of the second line pressure P _L2 determined based on the differential pressure ΔP calculated in S1 and a specified threshold value Δ. If the determination in S2 is affirmative, in S3, based on the command pressure plprv of the first line pressure P _L1 , the control hydraulic pressure P _SLU that is the output hydraulic pressure of the linear solenoid valve SLU, and thus the lock-up. The differential pressure ΔP of the clutch 14l is calculated (reverse calculation), and the command pressure psecplucc of the second line pressure P _L2 is controlled to become the command pressure plprv of the first line pressure P _L1 . Next, in S4, the differential pressure ΔP that determines the engagement pressure of the lock-up clutch 141 is less than or equal to a predetermined upper limit Plim for hardware protection (maintenance of durability) of the vehicle 10. After the control hydraulic pressure P _{SLU and the} like of the linear solenoid valve SLU are controlled, this routine is terminated. If the determination in S2 is negative, in S5, the command pressure psecplucc of the second line pressure P _L2 determined by the differential pressure ΔP calculated in S1 is set as the line pressure as it is, and thereafter S4 and thereafter The process is executed. In the above control, S1 and S2 are operations of the line pressure calculation unit 92, S3 and S5 are operations of the line pressure setting unit 94 and the lockup engagement pressure control unit 96, and S4 is the upper limit guard control unit 98. Correspond to each of the operations.

Thus, according to the present embodiment, the engagement of the first line pressure P _L1 determined according to the supply pressure to the continuously variable transmission 18 and the engagement of the lockup clutch 14l during the engagement control of the lockup clutch 14l. The larger line pressure of the second line pressure P _L2 determined according to the combined pressure is set, and the engagement pressure of the lockup clutch 14l is controlled based on the set line pressure. Therefore, it is possible to suppress the setting of a larger line pressure than necessary. That is, it is possible to provide the electronic control device 50 as a vehicle hydraulic control device that appropriately sets the line pressure while suppressing deterioration of fuel consumption during the engagement control of the lockup clutch 14l.

  Based on the set line pressure, the engagement pressure of the lock-up clutch 14l is controlled so as to be not more than a value corresponding to a predetermined upper limit value Plim. It can suppress suitably that the durability of an apparatus comes out by setting.

  The preferred embodiments of the present invention have been described in detail with reference to the drawings. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the spirit of the present invention. Is.

  12: Engine, 14: Torque converter, 14l: Lock-up clutch, 14p: Pump impeller (input rotating member), 14t: Turbine impeller (output rotating member), 18: Belt type continuously variable transmission, 50: Electronic control Device (Vehicle Hydraulic Control Device)

Claims (2)

A torque converter provided between the engine and the continuously variable transmission, and a lockup clutch that directly connects the input rotating member and the output rotating member of the torque converter by engagement, A vehicle hydraulic control device for controlling supply pressure and engagement pressure of the lock-up clutch,
When controlling the engagement pressure of the lock-up clutch, the command pressure of the first line pressure which pressure said timing by Sadama Ri primary regulator valve in response to pressure supplied to the continuously variable transmission, the lock-up clutch of comparing the command pressure of the second line pressure to be pressure regulated by Sadama Ri secondary regulator valve in response to engagement pressure, to set the line pressure corresponding to whichever is greater instruction pressure was set A vehicle hydraulic control device that controls an engagement pressure of the lock-up clutch based on the line pressure.   The vehicular hydraulic control apparatus according to claim 1, wherein control is performed so that an engagement pressure of the lockup clutch is equal to or lower than a predetermined upper limit value based on the set line pressure.

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