JP6107019B2 - Powertrain system control method and powertrain system - Google Patents

Description

  The present invention relates to a control method and a powertrain system for a vehicle such as an automobile, particularly a vehicle including an engine and an automatic transmission, and belongs to the field of control technology for a vehicle powertrain system.

  In vehicles such as automobiles, a catalyst device is installed in the exhaust path of the engine in order to remove harmful components in the exhaust gas. However, this catalyst device does not function effectively in a low temperature state, and during cold start of the engine It is necessary to quickly increase the temperature to activate it. In view of this, a technology has been put to practical use that performs idle-up control for increasing the idle speed at the time of cold start of the engine, exhausts hot exhaust gas to the exhaust path, and rapidly raises the temperature of the catalyst device.

  In this case, if this idle-up control is performed in a travel range such as the D range in a vehicle equipped with a stepped or continuously variable automatic transmission having a fluid transmission device such as a torque converter, the idle speed is high. The creep force may increase, and the vehicle may start unexpectedly by overcoming the braking request by the driver's depression of the brake pedal before the start of driving. The early activation control of the catalyst device is performed only in the non-traveling range such as the P range and the N range, and is terminated when the driver operates the traveling range.

  On the other hand, in order to respond to the recent tightening of exhaust gas regulations, it is required to further shorten the activation time of the catalyst device, and therefore, when the transition from the non-traveling range to the traveling range, by suppressing the creep force, It is considered that the idle-up control is continuously performed after the shift to the traveling range without being interrupted.

  As a method of suppressing the creep force in the travel range, Patent Document 1 discloses a method of limiting transmission of engine output to driving wheels by slipping a predetermined friction element fastened in the travel range (so-called neutral). Idle control) is disclosed.

  In this method, when switching from the non-traveling range to the traveling range, hydraulic pressure is supplied to the friction element to shift the friction element from the released state to the slip state. Since the hydraulic pressure cannot be controlled accurately at times, it is difficult to control the transition to the slip state, the hydraulic pressure becomes too high, the friction element is completely fastened, and the vehicle may start against the driver's will. .

  As another method for suppressing the creep force, the automatic transmission can be connected to a so-called interlock by engaging another friction element in addition to the friction element that is engaged at the time of start-up at the transition from the non-travel range to the travel range. It is conceivable to control the state. This method is relatively easy to control the hydraulic pressure, and since the output shaft of the automatic transmission is fixed, even if the engine idle-up control is continued after shifting to the travel range, Will not start.

JP 2008-213590 A

  By the way, as described above, when the automatic transmission is interlocked in the traveling range and the engine idle-up control is performed, in order to surely prevent starting contrary to the intention of the driver, an interlock friction element is provided. For this reason, it is necessary to securely fasten, and therefore the hydraulic pressure supplied to the friction element for interlocking is detected by a hydraulic pressure detection device such as a hydraulic pressure switch or a hydraulic pressure sensor at the time of shifting to the traveling range, and this hydraulic pressure is a predetermined value. If it is not detected that the engine speed has increased, the idle up control is terminated by determining that the interlock is impossible, and the engine speed is controlled to decrease.

  However, it takes a certain amount of time to determine whether or not interlocking is possible, and even if control is performed to reduce the engine speed immediately when it is determined that interlocking is impossible, the engine speed decreases rapidly due to inertia. In other words, immediately after the shift to the travel range, there may occur a state in which the engine maintains a high speed in a state where the interlock is not established.

  In addition, the oil pressure detection device has individual differences in response speed to changes in oil pressure, and when the response delay is large, the output of the engine speed reduction command is delayed after switching from the non-travel range to the travel range, and the interlock is not established. In such a state, a state in which the engine maintains a high speed is more likely to occur, and a large creep force increases the possibility that the vehicle will start against the driver's will.

  For such a problem, the presence or absence of abnormality of the interlock friction element is determined in advance immediately after the ignition switch is turned on and the engine is started. It is conceivable to perform control so that the idle-up control that has been performed in the non-traveling range is immediately terminated at the time of shifting from the traveling range to the traveling range.

  However, the abnormality determination of the friction element is performed by actually supplying hydraulic pressure to the friction element and detecting the increase of the hydraulic pressure at that time by the hydraulic pressure detection device. When the engine tries to start immediately after the engine is started, the vehicle is obstructed and the vehicle's immediate start is obstructed.

  An object of the present invention is to solve the above-described problem. This problem is achieved by interlock control for continuing the idle-up control at the cold start as described above even after shifting to the traveling range. This is not limited to the case where it is performed, but generally occurs when the abnormality determination of the friction element in the automatic transmission is performed immediately after the engine is started. In view of this, an object of the present invention is to satisfy both the requirement for immediate start immediately after the engine is started and the requirement for performing the abnormality determination of the friction element.

  In order to solve the above-mentioned problems, a powertrain system control method and a powertrain system according to the present invention are configured as follows.

An invention according to claim 1 of the present application includes an engine, a transmission mechanism including a plurality of friction elements, and an automatic transmission having a fluid transmission device that transmits engine output to the transmission mechanism , and the engine. A control method of a powertrain system in which a catalyst device is disposed on an exhaust path of
A braking request determination step for determining whether or not there is a driver's braking request in a state where the automatic transmission is in the parking range when the engine is started;
An abnormality determination step of performing an abnormality determination on at least one of the friction elements when it is determined that there is no braking request in the step, and
When the catalyst device is in an inactive state during idling operation of the engine, an idle up step for increasing the idling speed as compared to when in the active state;
During execution of this step, when there is a braking request for the vehicle by the driver and the range of the automatic transmission is the travel range, a predetermined friction element other than the starting friction element in the transmission mechanism is fastened. An interlocking step for bringing the speed change mechanism into an interlocking state,
The friction element that performs abnormality determination in the abnormality determination step is the predetermined friction element .

Further, the invention according to claim 2, in the method according to claim 1, wherein the idle-up step, it is not performed when the abnormality determination step at the predetermined friction element is determined to be abnormal Features.

On the other hand, an invention according to claim 3 includes an engine, a transmission mechanism including a plurality of friction elements, and an automatic transmission having a fluid transmission device that transmits engine output to the transmission mechanism , and the exhaust of the engine A powertrain system in which a catalytic device is disposed on a path ,
When the engine is started, with the automatic transmission in the parking range, determine whether there is a driver's braking request,
When it is determined that there is no braking request, an abnormality determination is performed for at least one of the friction elements , and
During idle operation of the engine, when the catalyst device is in an inactive state, an idle up is performed to increase the idle speed as compared to when the catalyst device is in an active state,
During idling up, when there is a braking request for the vehicle by the driver and the range of the automatic transmission is the traveling range, a predetermined friction element other than the starting friction element in the transmission mechanism is fastened. Thus, the transmission mechanism is brought into an interlock state,
The friction element that performs the abnormality determination includes a controller that is the predetermined friction element .

  With the above configuration, according to the invention of each claim, the following effects can be obtained.

First, according to the first aspect of the present invention, it is determined whether or not there is a driver's braking request in a state where the automatic transmission is in the parking range when the engine is started. When the determination is made, an abnormality determination is made for at least one friction element in the automatic transmission, so that it is possible to prevent the vehicle startability from being obstructed by making an abnormality determination when there is an intention to start, and immediately after starting the engine. Thus, both the demand for the startability and the demand for carrying out the abnormality determination of the friction element are compatible.
Further, according to the present invention, if the catalyst device is in an inactive state at the time of cold start of the engine or the like, the engine idle-up control for promoting the activation is performed and a braking request from the driver is made. Yes, and if the automatic transmission range is the traveling range, the automatic transmission is interlocked. Therefore, after the engine is started, the braking request is canceled even after switching from the parking range to the traveling range. It becomes possible to continue the idle up.

The engine is started when the abnormality determination for the predetermined friction element that is engaged for the interlock, that is, whether the interlock is possible or not is in a state where the automatic transmission is in the parking range and the driver does not request braking . This determination is sometimes made, and the determination of whether or not the interlock is possible is made at an early stage without impairing the startability of the vehicle.

In this case, according to the invention described in claim 2 , when it is determined by the abnormality determination that the predetermined friction element is abnormal, the idle up control after the transition from the parking range to the traveling range is not performed. However, since the abnormality determination has already been made when the engine is started, it is possible to immediately reduce the engine speed when shifting to the travel range. As a result, it is possible to prevent a situation in which the engine maintains a high speed in a state where the interlock is not established immediately after shifting to the traveling range, and the vehicle starts against the driver's will.

According to the third aspect of the invention, the same effect as that of the first aspect of the invention can be obtained.

1 is a skeleton diagram of an automatic transmission that constitutes a powertrain system according to a first embodiment of the present invention. It is a table | surface which shows the relationship between the combination of the fastening of the friction element of the automatic transmission, and the state of an automatic transmission. It is the schematic of the hydraulic control circuit of the automatic transmission. It is a control block diagram of the powertrain system. It is a flowchart which shows the control operation of the same powertrain system. It is a skeleton diagram of an automatic transmission which constitutes a powertrain system concerning a 2nd embodiment of the present invention. It is a table | surface which shows the relationship between the combination of the fastening of the friction element of the automatic transmission, and the state of an automatic transmission. It is the schematic of the hydraulic control circuit of the automatic transmission. It is a control block diagram of the powertrain system. It is a flowchart which shows the control operation of the same powertrain system.

  Embodiments of a powertrain system control method and a powertrain system according to the present invention will be described below.

(First embodiment)
A vehicle powertrain system according to a first embodiment of the present invention is applied to a front engine / front drive vehicle, and includes a horizontally placed engine (not shown) and a stepped automatic transmission. A catalyst device (not shown) for removing harmful components in the exhaust gas is disposed on the exhaust path of the engine.

  FIG. 1 is a skeleton diagram showing a configuration of an automatic transmission 1. The automatic transmission 1 includes, as main components, a torque converter 2 attached to an engine output shaft A and the torque converter 2 through the torque converter 2. The oil pump 3 is driven by the engine output shaft A, and the transmission mechanism 5 is inputted with the output rotation of the torque converter 2 via the input shaft 4. The oil pump 3 and the transmission mechanism 5 are connected to the input shaft 4. Is housed in the transmission case 6 in a state of being disposed on the shaft center.

  Then, the output rotation of the speed change mechanism 5 is transmitted from the output gear 7 also arranged on the axis of the input shaft 4 to the differential 9 via the counter drive mechanism 8, and the left and right axles 9a, 9b are driven. It has come to be.

  The torque converter 2 includes a case 2a connected to the engine output shaft A, a pump 2b fixed in the case 2a, and opposed to the pump 2b and driven by the pump 2b via hydraulic oil. A turbine 2c, a stator 2e interposed between the pump 2b and the turbine 2c, and supported by the transmission case 6 via a one-way clutch 2d to increase torque, and the case 2a and the turbine And a lock-up clutch 2f that is directly connected to the engine output shaft A and the turbine 2c via the case 2a. The rotation of the turbine 2 c is input to the transmission mechanism 5 via the input shaft 4.

  On the other hand, the speed change mechanism 5 includes first, second, and third planetary gear sets (hereinafter referred to as “first, second, and third gear sets”) 10, 20, and 30 in the transmission case 6. On the anti-torque converter side of the output gear 7, they are arranged in order from the torque converter side.

  Further, as a friction element constituting the speed change mechanism 5, a first clutch 40 (“starting friction element” in the claims) and a second clutch 50 are arranged on the torque converter side of the output gear 7. The first brake 60, the second brake 70 (the “predetermined friction element” in the claims), and the third brake 80 are arranged in this order from the torque converter side on the counter-torque converter side of the output gear 7.

  Each of the first, second, and third gear sets 10, 20, and 30 is a single pinion type planetary gear set, and is engaged with the sun gears 11, 21, and 31 and the sun gears 11, 21, and 31, respectively. A plurality of pinions 12, 22, 32, carriers 13, 23, 33 that respectively support these pinions 12, 22, 32, and ring gears 14, 24, 34 that mesh with the pinions 12, 22, 32, respectively. ing.

  The input shaft 4 is connected to the sun gear 31 of the third gear set 30, the sun gear 11 of the first gear set 10, the sun gear 21 of the second gear set 20, the ring gear 14 of the first gear set 10, and the second gear set 20. The carrier 23, the ring gear 24 of the second gear set 20, and the carrier 33 of the third gear set 30 are connected to each other. The output gear 7 is connected to the carrier 13 of the first gear set 10.

  Further, the sun gear 11 of the first gear set 10 and the sun gear 21 of the second gear set 20 are connected to the input shaft 4 through the first clutch 40 so as to be connectable and detachable, and the carrier 23 of the second gear set 20 is The input shaft 4 is connected to the input shaft 4 via the second clutch 50 so as to be connected and disconnected.

  Further, the ring gear 14 of the first gear set 10 and the carrier 23 of the second gear set 20 are connected to the transmission case 6 via the first brake 60 so as to be connectable and detachable, and the ring gear 24 and the second gear 24 of the second gear set 20 are connected. The carrier 33 of the third gear set 30 is connected to the transmission case 6 via the second brake 70 so as to be connectable / disengageable, and the ring gear 34 of the third gear set 30 is changed via the third brake 80. It is connected to the machine case 6 so that it can be connected and disconnected.

  With the above configuration, according to the speed change mechanism 5, as shown in FIG. 2, the first and second clutches 40 and 50 and the first, second, and third brakes 60, 70, and 80 are engaged in combination. , P (parking), R (reverse), N (neutral), and D (forward) ranges and 1st to 6th speeds in the D range are achieved. The blank portion in FIG. 2 indicates that the friction element is released. In this embodiment, the first brake 60 is engaged in the P and N ranges.

  FIG. 2 also shows a combination of engagement of the friction elements during the interlock control of the automatic transmission 1 according to the present embodiment, and the first clutch 40 and the first brake 60 that are engaged at the first speed. In addition, the second brake 70 is engaged, thereby realizing an interlock state in which the input shaft 4 and the output gear 7 of the transmission mechanism 5 are fixed.

  The engagement control of each of the friction elements 40 to 80 is performed by hydraulic pressure, and the automatic transmission 1 is provided with a hydraulic control circuit 90 for that purpose, and a schematic configuration thereof is shown in FIG.

  The hydraulic pressure control circuit 90 is supplied with an original pressure from an oil pump 3 (see FIG. 1) driven by the engine output shaft A via the torque converter 2, and a regulator for adjusting the original pressure to a predetermined hydraulic line pressure. A valve 91 and a manual valve 94 that selectively supplies the line pressure to various solenoid valves 93... 93 in the transmission control unit 92 of the hydraulic control circuit 90 according to the selected range. In the R range, hydraulic pressure is selectively supplied to the friction elements 40 to 80 in accordance with the operation of the solenoid valves 93... 93, thereby realizing the first to sixth speeds and the reverse speed.

  The hydraulic pressure control circuit 90 is provided with an abnormality determination line 95 for supplying line pressure to the second brake 70 without passing through the manual valve 94. The line 95 is opened on the line 95. An abnormality determining solenoid valve 96 to be shut off and a hydraulic switch 97 for detecting whether or not the hydraulic pressure supplied to the second brake 70 by the line 95 is equal to or higher than a predetermined value are provided.

  Further, as shown in FIG. 4, the powertrain system according to this embodiment includes a controller 100, and the controller 100 detects the range of the automatic transmission 1 selected by the driver from the range sensor 101. A signal, a signal from the vehicle speed sensor 102 that detects the vehicle speed of the vehicle, and a signal from the accelerator sensor 103 that detects the amount of depression of the accelerator pedal by the driver are input, and a selected range is selected based on these signals. Further, a gear position according to the driving state of the vehicle is determined, and control signals are output to various solenoid valves 93... 93 in the gear shift control unit 92 of the hydraulic control circuit 90 so that the gear position is realized.

  Further, the controller 100 performs idle-up control for promoting activation of the catalyst device at the time of cold start of the engine, and after the transition from the P range to the D range before starting the vehicle. Interlock control of the transmission mechanism 5 for performing the control and abnormality determination control of the second brake 70 that is engaged for the interlock control are performed.

  For these controls, in addition to the signals from the sensors 101 to 103, a signal from the brake sensor 104 for detecting whether or not the driver depresses the brake pedal, and a catalyst temperature for detecting the temperature of the catalyst device. A signal from the sensor 105 and a signal from the hydraulic switch 97 on the abnormality determination line 95 in the hydraulic control circuit 90 are input, and when abnormality is determined, the abnormality determination solenoid valve 96 in the hydraulic control circuit 90 is opened. Output a control signal.

  Next, specific operations of the engine idle-up control including the interlock control and abnormality determination control by the controller 100 will be described with reference to the flowchart of FIG. In addition, the following operation | movement comprises 1st Embodiment which concerns on the control method of the power train system which concerns on this invention.

  The controller 100 starts the control operation when the engine ignition switch is turned on while the range of the automatic transmission 1 is in the P range. First, in step S1, the sensors 101 to 105 and the hydraulic switch shown in FIG. The signal from 97 is input, and then in step S2, a signal is output so as to engage the first brake 60 that is engaged in the P range.

Next, in step S3, it is determined whether or not the abnormality determination of the second brake 70 has been performed. Since it is not performed at first, whether or not the driver intends to start immediately in step S4 . If there is no intention to start immediately, the abnormality determination of the second brake 70 is performed in step S5.

  Specifically, the presence / absence of the driver's intention to start immediately is determined to be that there is no intention to start immediately when the driver does not depress the brake pedal in the P range. This is because, in general, switching from the P range to the travel range such as the D range is permitted on the condition that the brake pedal is depressed. Therefore, when the driver is not depressing the brake pedal in the P range state (brake OFF), for example, while the driver is performing preparatory work before starting, it is determined that there is no intention to start immediately.

  The abnormality determination of the second brake 70 is performed by outputting an open signal to the abnormality determination solenoid valve 96 shown in FIGS. 3 and 4 and inputting a signal from the hydraulic switch 97.

  That is, by opening the abnormality determination solenoid valve 96, the regulator valve 91 passes through the abnormality determination line 95 even when the manual valve 94 is in the P range position where the hydraulic pressure is not supplied to the second brake 70. As a result, the line pressure is supplied to the second brake 70, and at this time, the hydraulic switch 97 detects an increase in the hydraulic pressure in the abnormality determination line 95.

  If the oil pressure rises above a predetermined value, it is determined that the line pressure is correctly supplied to the second brake 70 and that the second brake 70 is normally engaged, and the oil pressure must rise to a predetermined value. For example, it is determined that the second brake 70 has an abnormality due to some cause.

  Note that the abnormality determination of the second brake 70 is performed only once when it is determined that the driver does not intend to start immediately after the engine is started. If the determination is made once, the steps S3 to S4 and S5 are passed. To the next step. In addition, when the driver depresses the brake pedal and switches from the P range to the D range in the middle of this abnormality determination, the abnormality determination operation is interrupted and the control shifts to normal driving, although not shown in the flowchart. To do.

  When the abnormality determination of the second brake 70 in step S5 ends, the controller 100 next determines in step S6 whether or not there is an idle up request for increasing the engine idle speed.

  In this embodiment, the idle-up request is required to be activated early when the temperature of the catalytic device indicated by the signal from the catalyst temperature sensor 105 does not rise to the activation temperature of the catalytic device. Judge that there is a request. Since the temperature of the catalyst device increases with the elapsed time after the engine is started, it may be determined whether there is an idle up request based on the elapsed time.

  When the engine is cold started or the like, it is determined that the catalyst temperature is low immediately after the start and there is an idle-up request. Therefore, in step S7, the controller 100 determines whether or not the range is the P range. When the state of the P range is still continuing, in step S8, a signal is output so as to idle up to the engine idle speed controller 110 shown in FIG. Thereby, after the engine is started, idle-up control is performed in the state of the P range before the start of traveling, and activation of the catalyst device is promoted.

  On the other hand, if it is determined in step S6 that there is an idle-up request, if it is determined in step S7 that it is not in the P range, that is, as a step before starting running, the driver depresses the brake pedal and enters the D range. In step S9, first, a control signal is output to the hydraulic control circuit 90 so as to engage the first clutch 40. As a result, the transmission mechanism 5 of the automatic transmission 1 is in the first speed state with the first brake 60 and the first clutch 40 engaged.

  Next, in step S10, it is determined whether or not the driver has depressed the brake pedal (brake ON). If the brake is on, the D range is selected but the vehicle immediately starts. Therefore, the controller 100 performs an interlock control for continuing the idle-up control during that time.

  That is, in step S11, referring to the result of the abnormality determination in step S5 described above, when it is determined that there is no abnormality in the second brake 70, the control signal is set so that the second brake 70 is engaged in step S12. Is output. In this case, the line pressure is supplied to the second brake 70 via the manual valve 94 in the hydraulic control circuit 90 of FIG.

  As a result, the speed change mechanism 5 of the automatic transmission 1 includes an interlock in which the second brake 70 is engaged and the output gear 7 is fixed in addition to the first clutch 40 and the first brake 60 that realize the first speed state. It becomes a state. Then, in this state, the step S8 is executed, and the idle up control performed in the P range is continued.

  If it is determined in step S11 that the abnormality is determined to be abnormal in the above-described abnormality determination in step S5, the controller 100 prohibits the idle-up control in step S13.

  Even when the idle-up control is continued or prohibited, if the brake pedal is subsequently released (brake OFF), steps S10 to S14 and S15 are executed, and the second brake 70 is used for interlocking. When the vehicle is fastened, the vehicle is released and the control is shifted to the normal control. The vehicle starts at the first speed in response to the driver's depression of the accelerator pedal.

  As described above, when there is an idle-up request at the time of cold start of the engine or the like, even after the driver depresses the brake pedal and switches the automatic transmission 1 from the P range to the D range, While the engine is depressed, the idle-up control is continuously performed to promote the activation of the catalyst device, and this control is performed in a state where the automatic transmission 1 is in a travelable state (first speed state). An increase in the creep force due to this is dealt with by the interlocking of the speed change mechanism 5 of the automatic transmission 1, and the start of the vehicle against the driver's will is prevented.

  Since the determination of the presence or absence of the abnormality of the second brake 70 which is a precondition for performing the interlock control is performed immediately after the engine is started in the P range state, that is, immediately after the ignition switch is turned on, the second brake When there is an abnormality in 70, the idle up control can be immediately prohibited when switching to the D range.

  Therefore, as in the case where the abnormality determination is performed when switching from the P range to the D range, immediately after the switching, the engine rotates at a high speed in a state in which the interlock is not established, and the large creep force causes the driver's will. On the other hand, the situation where the vehicle starts is avoided.

  In addition, the above abnormality determination is performed only when the driver's intention to start immediately after the engine is started is not recognized, so that the driver's intention to start immediately is not obstructed in order to carry out this determination. As a result, a good immediate startability of the vehicle is ensured.

(Second Embodiment)
Next, a second embodiment in which a continuously variable transmission is used as an automatic transmission in a vehicle powertrain system will be described.

  The powertrain system of the second embodiment is also applied to a front engine / front drive vehicle, and has a horizontally placed engine (not shown) and a belt type continuously variable transmission. A catalyst device (not shown) for removing harmful components in the exhaust gas is disposed on the exhaust path of the engine.

  FIG. 6 is a skeleton diagram showing the configuration of the continuously variable transmission 201. The continuously variable transmission 201 includes, as main components, a torque converter 202 connected to the engine output shaft A, and the torque converter 202. An oil pump 203 driven by the engine output shaft A, a forward / reverse switching mechanism (“transmission mechanism” in the claims) 205 to which the output rotation of the torque converter 202 is input via the input shaft 204, A belt-type continuously variable transmission mechanism 207 to which the output of the forward / reverse switching mechanism 205 is input via an intermediate shaft 206 is provided. The output of the continuously variable transmission mechanism 207 is transmitted to the differential device 209 via the output shaft 208, so that the left and right axles 209a and 209b are driven.

  Similar to the torque converter 2 in the first embodiment shown in FIG. 1, the torque converter 202 is configured such that a pump 202b, a turbine 202c, a stator 202d, a one-way clutch 202e, and a lock-up clutch 202f are housed in a case 202a. ing.

  On the other hand, the forward / reverse switching mechanism 205 includes a double pinion type planetary gear set 210, a forward clutch 220 as a friction element (“starting friction element” in the claims), and a reverse brake 230 (in the claims “ The planetary gear set 210 includes a carrier 213 that supports the first and second pinions 211 and 212 that mesh with each other, a sun gear 214 that meshes with the first pinion 211, and a second pinion. The ring gear 215 meshes with the ring 212.

  The forward clutch 220 is disposed between the carrier 213 and the ring gear 215 of the planetary gear set 210. The forward clutch 220 couples the carrier 213 and the ring gear 215 when engaged, and the reverse brake 230 changes the speed with the ring gear 215. It is arranged between the machine case 216 and the ring gear 215 is fixed at the time of fastening. Further, the intermediate shaft 206 is connected to the sun gear 214, and the output of the forward / reverse switching mechanism 205 is transmitted to the continuously variable transmission mechanism 207 through the intermediate shaft 206.

  The continuously variable transmission mechanism 207 includes a primary pulley 240 disposed on the intermediate shaft 206, a secondary pulley 250 disposed on the output shaft 208 parallel to the intermediate shaft 206, and the pulleys 240, 250. The primary pulley 240 and the secondary pulley 250 are fixed disks 241 and 251 fixed to the intermediate shaft 206 and the output shaft 208, respectively, and these disks 241 and 251, respectively. The movable discs 242 and 252 are slidably supported on the intermediate shaft 206 and the output shaft 208, respectively.

  Cylinders 243 and 253 are provided behind the movable disks 242 and 252, respectively, and the holding position of the V belt 260 in both pulleys 240 and 250 is changed by hydraulic pressure supply / discharge control for these cylinders 243 and 253. As a result, the gear ratio between the intermediate shaft 206 and the output shaft 208, that is, the gear ratio as the continuously variable transmission 201 is controlled.

  As described above, according to the continuously variable transmission 201, as shown in FIG. 7, in the D range, the forward clutch 220 of the forward / reverse switching mechanism 205 is engaged, and the rotation of the input shaft 204 is continued as it is. In the R range, the reverse brake 230 is engaged, and the rotation of the input shaft 204 is reversed and input to the continuously variable transmission mechanism 207. Thus, the forward running state in the D range and the reverse in the R range are input. The running state can be obtained. In the D range, the gear ratio of the continuously variable transmission mechanism 207 is variably controlled according to the driving state of the vehicle.

  Here, the blank portion in FIG. 7 indicates that the friction element is released, and in the P range and the N range, neither friction element is fastened. FIG. 7 also shows the interlock state of the continuously variable transmission 201, specifically, the forward / reverse switching mechanism 205, and the interlock state when the forward clutch 220 and the reverse brake 230 are simultaneously engaged. It becomes.

  As shown in FIG. 8, the continuously variable transmission 201 performs a forward / reverse control unit 291 that controls the engagement of the friction element in the forward / reverse switching mechanism 205 and a shift control in the continuously variable transmission mechanism 207. A hydraulic pressure control circuit 290 having a transmission ratio control unit 292 is provided, and the hydraulic pressure control circuit 290 is supplied with an original pressure from an oil pump 203 (see FIG. 6) driven by the engine output shaft A via the torque converter 2. A regulator valve 293 that adjusts the line pressure to a predetermined hydraulic pressure and a manual valve 294 that switches the supply destination of the line pressure according to a selected range are provided.

  Then, the control pressure generated based on the line pressure by the transmission ratio control unit 292 is supplied to the primary pulley 240 (cylinder 243) and the secondary pulley 250 (cylinder 253) in the continuously variable transmission mechanism 207, The gear ratio of the continuously variable transmission 201 is controlled according to the driving state of the vehicle.

  Further, the line pressure is selectively supplied to the forward clutch 220 or the reverse brake 230 via the manual valve 294 and the forward / reverse controller 291, and the line pressure is supplied to the forward clutch 220 in the D range by operating the manual valve 294. Thus, the clutch 220 is engaged, and in the R range, the line pressure is supplied to the reverse brake 230 and the brake 230 is engaged.

  Further, the hydraulic pressure control circuit 290 is provided with an abnormality determination line 295 that supplies line pressure to the reverse brake 230 without passing through the manual valve 294. The line 295 is opened on the line 295, An abnormality determining solenoid valve 296 to be shut off and a hydraulic switch 297 for detecting whether or not the hydraulic pressure supplied to the reverse brake 230 by the line 295 is equal to or higher than a predetermined value are provided.

  On the other hand, as shown in FIG. 9, the powertrain system according to this embodiment includes a controller 300, and the controller 300 detects from the range sensor 301 that detects the range of the continuously variable transmission 201 selected by the driver. , A signal from the vehicle speed sensor 302 that detects the vehicle speed of the vehicle, and a signal from the accelerator sensor 303 that detects the amount of depression of the accelerator pedal by the driver are input in the D range based on these signals. A gear ratio is determined, and a control signal is output to a solenoid valve (not shown) in the gear ratio control unit 292 of the hydraulic pressure control circuit 290 so as to be the gear ratio.

  Further, like the controller 100 in the first embodiment, the controller 300 performs idle-up control for promoting activation of the catalyst device at the time of cold start of the engine, and performs the idle-up control on the vehicle. Interlock control of the forward / reverse switching mechanism 205 to be performed even after the transition from the P range to the D range before starting the vehicle, and abnormality determination control of the reverse brake 230 engaged at the time of the interlock control are performed. It has become.

  For these controls, in addition to the signals from the sensors 301 to 303, a signal from the brake sensor 304 for detecting whether or not the driver depresses the brake pedal, and a catalyst temperature for detecting the temperature of the catalyst device. A signal from the sensor 305 and a signal from the hydraulic switch 297 on the abnormality determination line 295 in the hydraulic control circuit 290 are input.

  The controller 300 outputs a control signal to an idle speed control device 310 such as a throttle valve that controls the engine idle speed at the time of the idle up control, and at the time of the abnormality determination, an abnormality determination in the hydraulic pressure control circuit 290 is performed. A control signal is output to open the solenoid valve 296 for use.

  Next, specific operations of engine idle-up control including interlock control and abnormality determination control by the controller 300 will be described with reference to the flowchart of FIG. In addition, the following operation | movement comprises 2nd Embodiment which concerns on the control method of the powertrain system which concerns on this invention.

  The control by the controller 300 in the second embodiment is executed according to the flowchart of FIG. 10, but steps S201 and S202 to S214 of this flowchart are steps S1 and S3 of the flowchart of the first embodiment shown in FIG. Each corresponds to S15.

  The difference between the two is that the step corresponding to step S2 in the first embodiment does not exist in the second embodiment, and the steps S3, S5, S11, S12, and S14 in the first embodiment are the same. 2 brakes replace the reverse brake in steps S202, S204, S210, S211 and S213 corresponding to these steps of the second embodiment, and the first clutch of step S9 in the first embodiment is In the corresponding step S208 of the second embodiment, only the forward clutch is replaced.

  This replaces the first clutch 40 functioning as a starting friction element and the second brake 70 functioning as an interlock friction element in the first embodiment, and in the second embodiment, the forward clutch 220 and the reverse brake 230. However, it is because each performs the same function.

  Therefore, also in the second embodiment, the controller 300 performs engine idle-up control including interlock control and abnormality determination control by the same operation as in the first embodiment.

  Specifically, first, when the ignition switch of the engine is turned on while the range of the automatic transmission 1 is in the P range, signals from the sensors 301 to 305 and the hydraulic switch 297 shown in FIG. In step S202, it is determined whether or not an abnormality determination of the reverse brake 230 has been performed. Since it has not yet been performed immediately after the ignition switch is turned on, in step S203, the driver is immediately asked. It is determined whether or not there is an intention to start. If there is no intention to start immediately, an abnormality determination of the reverse brake 230 is performed in step S204.

  In that case, whether or not the driver intends to start immediately is determined in the same manner as in the first embodiment. Further, the abnormality determination of the reverse brake 230 is also performed in the same manner as in the first embodiment, and an open signal is output to the abnormality determination solenoid valve 296 shown in FIGS. 8 and 9 and a signal from the hydraulic switch 297 is input. Then, in the P range, it is determined whether or not the hydraulic pressure supplied from the regulator valve 293 to the reverse brake 230 via the abnormality determination line 295 has increased to a predetermined value or more. If the hydraulic pressure rises above a predetermined value, it is determined that there is no abnormality in the reverse brake 230. If the hydraulic pressure does not increase to a predetermined value, it is determined that there is an abnormality in the reverse brake 230 for some reason.

  The abnormality determination of the reverse brake 230 is performed only once when it is determined that the driver does not intend to start immediately after the engine is started. If the driver depresses the brake pedal and switches from the P range to the D range to indicate the intention to start during this abnormality determination, the determination operation is interrupted and the control shifts to normal driving. To do.

  When the abnormality determination of the reverse brake 230 in step S204 is completed, the controller 300 then has an idle-up request for increasing the engine idle speed based on the signal from the catalyst temperature sensor 305 in step S205. It is determined whether or not.

  Since it is determined that the temperature of the catalyst device is low and there is an idle-up request, for example, immediately after the cold start of the engine, the controller 300 next determines in step S206 whether or not the range is the P range. However, if the P range is still maintained, a signal is output in step S207 so that the engine idle speed control device 310 shown in FIG. 9 is idled up. Thereby, after the engine is started, idle-up control is performed in the state of the P range before the start of traveling, and activation of the catalyst device is promoted.

  On the other hand, when it is determined in step S205 that there is an idle-up request, if it is determined in step S206 that it is not in the P range, that is, as a step before starting running, the driver depresses the brake pedal and enters the D range. When switching to, first, in step S208, a control signal is output so that the forward clutch 220 is engaged. As a result, the forward / reverse switching mechanism 205 of the continuously variable transmission 201 is in a state where the forward clutch 220 is engaged and the vehicle can start.

  Next, in step S209, it is determined whether or not the driver has depressed the brake pedal (brake ON). If the brake is on, the D range has been switched to, but the vehicle immediately starts. Therefore, the controller 300 performs the interlock control for continuing the idle-up control during that time.

  That is, in step S210, referring to the result of the abnormality determination in step S204 described above, when it is determined that there is no abnormality in the reverse brake 230, a control signal is output so that the reverse brake 230 is engaged in step S211. To do. In this case, the line pressure is supplied to the reverse brake 230 via the manual valve 294 in the hydraulic control circuit 290 of FIG.

  Thus, the forward / reverse switching mechanism 205 of the continuously variable transmission 201 is in an interlock state in which the reverse brake 230 is fastened in addition to the forward clutch 220 that realizes the forward state, and the intermediate shaft 206 or the output shaft 208 is fixed. . Then, in this state, step S207 is executed, and the idle-up control that has been performed in the P range is continued.

  If it is determined in step S210 that there is an abnormality in the abnormality determination in step S204, the controller 300 prohibits the idle up control in step S212.

  Then, whether or not the idle-up control is continued or prohibited, if the depression of the brake pedal is released thereafter (brake OFF), steps S209 to S213 and S214 are executed, and the reverse brake 230 is executed for interlocking. When the vehicle is fastened, the vehicle is released and the control is shifted to the normal control. The vehicle starts at the first speed in response to the driver's depression of the accelerator pedal.

  As described above, also in the second embodiment, when there is an idle up request at the time of cold start of the engine or the like, the driver depresses the brake pedal to change the continuously variable transmission 201 from the P range to the D range. Even after the switch is made, while the brake pedal is depressed, the idle-up control is continuously performed, the activation of the catalyst device is promoted, and this control is performed in a state in which the continuously variable transmission 201 can travel (forward travel). The increase in the creep force caused by the state) is dealt with by interlocking the forward / reverse switching mechanism 205 of the continuously variable transmission 201 to prevent the vehicle from starting against the driver's will. The

  Then, the determination of the presence or absence of the abnormality of the reverse brake 230, which is a precondition for performing the interlock control, is performed immediately after the engine is started in the P range state, that is, immediately after the ignition switch is turned on. When there is an abnormality, the idle-up control is immediately prohibited when switching to the D range.

  Therefore, as in the case where the abnormality determination is performed when switching from the P range to the D range, immediately after the switching, the engine maintains a high speed in a state in which the interlock is not established, and the large creep force causes the driver's will. On the other hand, the situation where the vehicle starts is avoided.

  In addition, the above abnormality determination is performed only when the driver's intention to start immediately after the engine is started is not recognized, so that the driver's intention to start immediately is not obstructed in order to carry out this determination. As a result, a good immediate startability of the vehicle is ensured.

  In the first and second embodiments described above, at the time of starting the engine, in order to enable idle-up control even after switching from the P range to the D range, a predetermined friction element is fastened and the speed change mechanism is operated. The present invention is not limited to this, but the abnormality determination of at least one friction element constituting the speed change mechanism and the forward / reverse switching mechanism is obstructed immediately after the engine is started. It is widely applied when trying to go away.

  As described above, according to the present invention, in a powertrain system including an engine and an automatic transmission having a plurality of friction elements, a driver's immediate start request immediately after the engine is started, and a friction element immediately after the engine is started. Therefore, it may be suitably used in the field of the manufacturing industry of vehicles equipped with this type of powertrain system.

1,201 Automatic transmission (automatic transmission, continuously variable transmission)
2,202 Fluid transmission device (torque converter)
5, 505 Transmission mechanism (transmission mechanism, forward / reverse switching mechanism)
40, 220 Friction element for starting (first clutch, forward clutch)
70, 230 Predetermined friction element (second brake, reverse brake)
100, 300 controller

Claims (3)

A power having an engine, a speed change mechanism including a plurality of friction elements, and an automatic transmission having a fluid transmission device for transmitting engine output to the speed change mechanism, and having a catalyst device disposed on an exhaust path of the engine A train system control method,
A braking request determination step for determining whether or not there is a driver's braking request in a state where the automatic transmission is in the parking range when the engine is started;
An abnormality determination step of performing an abnormality determination on at least one of the friction elements when it is determined that there is no braking request in the step, and
When the catalyst device is in an inactive state during idling operation of the engine, an idle up step for increasing the idling speed as compared to when in the active state;
During execution of this step, when there is a braking request for the vehicle by the driver and the range of the automatic transmission is the travel range, a predetermined friction element other than the starting friction element in the transmission mechanism is fastened. An interlocking step for bringing the speed change mechanism into an interlocking state,
The method of controlling a powertrain system , wherein the friction element that performs abnormality determination in the abnormality determination step is the predetermined friction element . 2. The method of controlling a power train system according to claim 1, wherein the idle-up step is not performed when it is determined in the abnormality determination step that the predetermined friction element is abnormal. A power having an engine, a speed change mechanism including a plurality of friction elements, and an automatic transmission having a fluid transmission device for transmitting engine output to the speed change mechanism, and having a catalyst device disposed on an exhaust path of the engine Train system,
When the engine is started, with the automatic transmission in the parking range, determine whether there is a driver's braking request,
When it is determined that there is no braking request, an abnormality determination is performed for at least one of the friction elements , and
During idle operation of the engine, when the catalyst device is in an inactive state, an idle up is performed to increase the idle speed as compared to when the catalyst device is in an active state,
During idling up, when there is a braking request for the vehicle by the driver and the range of the automatic transmission is the traveling range, a predetermined friction element other than the starting friction element in the transmission mechanism is fastened. Thus, the transmission mechanism is brought into an interlock state,
The power train system according to claim 1, wherein the friction element that performs the abnormality determination includes a controller that is the predetermined friction element .

Images