JP6907955B2 - Control device for continuously variable transmission - Google Patents

Description

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

According to Patent Document 1, in a continuously variable transmission control device, clutch engagement control is permitted after a predetermined time has elapsed when the belt pinching sensor value is equal to or higher than a predetermined value at the start of garage control after the engine is started. Is disclosed.

JP-A-2009-156317

However, on the premise that the oil in the sheave is completely drained, the clutch engagement control is started on the condition that the belt pinching sensor value is equal to or higher than the predetermined value for a predetermined time. It takes time to start, and there is a problem that the startability in the garage control deteriorates.

The present invention has been made in view of the above problems, and an object of the present invention is to provide a control device for a continuously variable transmission capable of improving the startability in garage control.

In order to solve the above-mentioned problems and achieve the object, the continuously variable transmission control device according to the present invention supplies the mechanical oil pump driven by the engine and the hydraulic oil from the mechanical oil pump to the secondary sheave. A continuously variable transmission control device equipped with a hydraulic circuit and an oil drainage prevention mechanism provided in the hydraulic circuit, in which the belt pinching sensor value exceeds a predetermined value after the ignition is switched from off to on. If this is the case, it is determined that no oil leakage has occurred, and the clutch engagement start is accelerated as compared with the case where the belt pinching sensor value is less than a predetermined value.

In the continuously variable transmission control device according to the present invention, the hydraulic circuit that supplies oil to the secondary sheave is provided with an oil leakage prevention mechanism, and it is possible that oil leakage has not occurred. The oil is judged to be out of oil based on the value, and if there is no oil out, the clutch engagement is started earlier. As a result, the continuously variable transmission control device according to the present invention has the effect of improving the startability in garage control.

FIG. 1 is a skeleton diagram showing an example of a target vehicle in the embodiment. FIG. 2 is a functional block diagram schematically showing the vehicle control device according to the embodiment. FIG. 3 is a flood control circuit diagram showing an example of a flood control device. FIG. 4 is a flowchart showing an example of garage control by the ECU according to the embodiment. FIG. 5 is a timing chart showing an example of garage control by the ECU according to the embodiment.

Hereinafter, an embodiment of the continuously variable transmission control device according to the present invention will be described. The present invention is not limited to the present embodiment.

FIG. 1 is a skeleton diagram showing an example of the vehicle Ve targeted in the present embodiment. The vehicle Ve includes an engine 1 as a power source. The power output from the engine 1 is a torque converter 2, an input shaft 3, a forward / backward switching mechanism 4, a belt-type stepless transmission CVT5 or a gear train 6, an output shaft 7, and a counter gear mechanism. 8. It is transmitted to the drive wheels 11 via the differential gear 9 and the axle 10. Further, on the downstream side of the CVT 5, a second clutch C2 for disconnecting the engine 1 from the drive wheels 11 is provided. By releasing the second clutch C2, the torque cannot be transmitted between the CVT 5 and the output shaft 7, and the CVT 5 in addition to the engine 1 is disconnected from the drive wheels 11.

The torque converter 2 includes a pump impeller 2a, a turbine runner 2b, and a stator 2c. The inside of the torque converter 2 is filled with oil. The pump impeller 2a rotates integrally with the crankshaft 1a of the engine 1. The input shaft 3 is connected to the turbine runner 2b so as to rotate integrally.

Further, a mechanical oil pump (MOP) 41 is connected to the pump impeller 2a via a transmission mechanism such as a belt mechanism. Since the oil pump 41 is connected to the crankshaft 1a via the pump impeller 2a, it is driven by the engine 1.

The input shaft 3 is connected to the forward / backward switching mechanism 4. When the engine torque is transmitted to the drive wheels 11, the forward / backward switching mechanism 4 switches the direction of the torque acting on the drive wheels 11 between the forward direction and the reverse direction. The forward / backward switching mechanism 4 includes a sun gear 4S, a ring gear 4R, a first pinion gear 4P ₁ , a second pinion gear 4P _2, and a carrier 4C. The drive gear 61 of the gear train 6 is connected to the sun gear 4S so as to rotate integrally. The input shaft 3 is connected to the carrier 4C so as to rotate integrally. Further, a hydraulic first clutch C1 that selectively and integrally rotates the sun gear 4S and the carrier 4C is provided. By engaging the first clutch C1, the entire forward / backward switching mechanism 4 rotates integrally. Further, a hydraulic brake B1 for selectively fixing the ring gear 4R so as not to rotate is provided.

In the vehicle Ve, the CVT 5 and the gear train 6 which is a stepped transmission mechanism are arranged in parallel. That is, as the power transmission path between the input shaft 3 and the output shaft 7, the power transmission path via the CVT 5 (hereinafter referred to as the "first path") and the power transmission path via the gear train 6 (hereinafter referred to as the "second path"). ) And are arranged in parallel.

The CVT 5 includes a primary sheave 51 that rotates integrally with the input shaft 3, a secondary sheave 52 that rotates integrally with the secondary shaft 54, and a belt 53 wound around a V groove formed in the primary sheave 51 and the secondary sheave 52. I have. Since the winding diameter of the belt 53 is changed by changing the V-groove width of the primary sheave 51 and the secondary sheave 52, the gear ratio of the CVT 5 can be continuously changed.

The primary sheave 51 includes a fixed sheave 51a integrated with the input shaft 3, a movable sheave 51b that can move in the axial direction on the input shaft 3, and a primary hydraulic cylinder 51c that applies thrust to the movable sheave 51b. ing. The sheave surface of the fixed sheave 51a and the sheave surface of the movable sheave 51b face each other to form a V-groove of the primary sheave 51. The primary hydraulic cylinder 51c is arranged on the back side of the movable sheave 51b. Hydraulic pressure in the primary hydraulic cylinder 51c (hereinafter, referred to as a primary command _pressure.) By _{P in,} the thrust for moving the movable sheave 51b toward the fixed sheave 51a side is generated.

The secondary sheave 52 includes a fixed sheave 52a integrated with the secondary shaft 54, a movable sheave 52b that can move in the axial direction on the secondary shaft 54, and a secondary hydraulic cylinder 52c that applies thrust to the movable sheave 52b. ing. The sheave surface of the fixed sheave 52a and the sheave surface of the movable sheave 52b face each other to form a V-groove of the secondary sheave 52. The secondary hydraulic cylinder 52c is arranged on the back side of the movable sheave 52b. The hydraulic pressure in the secondary hydraulic cylinder 52c (hereinafter referred to as the secondary indicated pressure) P _out generates a thrust that moves the movable sheave 52b toward the fixed sheave 52a.

The second clutch C2 is provided between the secondary shaft 54 and the output shaft 7, and can selectively disconnect the CVT 5 from the output shaft 7. The second clutch C2 is of a hydraulic type, and is configured such that the engaging elements of the second clutch C2 are frictionally engaged with each other by a hydraulic actuator.

The output gear 7a and the driven gear 63 are attached to the output shaft 7 so as to rotate integrally. The output gear 7a meshes with the counter driven gear 8a of the counter gear mechanism 8 which is a reduction mechanism. The counter drive gear 8b of the counter gear mechanism 8 meshes with the ring gear 9a of the differential gear 9. The left and right drive wheels 11 are connected to the differential gear 9 via the left and right axles 10.

The gear train 6 includes a drive gear 61 that rotates integrally with the sun gear 4S of the forward / backward switching mechanism 4, a counter gear mechanism 62, and a driven gear 63 that rotates integrally with the output shaft 7. The gear train 6 is a reduction mechanism, and the gear ratio (gear ratio) of the gear train 6 is set to a predetermined value larger than the maximum gear ratio of the CVT 5. The gear ratio of the gear train 6 is a fixed gear ratio. The vehicle Ve is configured to transmit torque from the engine 1 to the drive wheels 11 via the gear train 6 at the time of starting. The gear train 6 functions as a starting gear.

The drive gear 61 meshes with the counter driven gear 62a of the counter gear mechanism 62. The counter gear mechanism 62 includes a counter driven gear 62a, a counter shaft 62b, and a counter drive gear 62c that meshes with the driven gear 63. A counter driven gear 62a is attached to the counter shaft 62b so as to rotate integrally. The counter shaft 62b is arranged in parallel with the input shaft 3 and the output shaft 7. The counter drive gear 62c is configured to be rotatable relative to the counter shaft 62b. Further, a dog clutch S1 which is a meshing type engaging device for selectively and integrally rotating the counter shaft 62b and the counter drive gear 62c is provided.

The dog clutch S1 includes a pair of meshing first engaging elements 64a and a second engaging element 64b, and a sleeve 64c that can move in the axial direction. The first engaging element 64a is a hub spline-fitted to the counter shaft 62b. The first engaging element 64a and the counter shaft 62b rotate integrally. The second engaging element 64b is connected to the counter drive gear 62c so as to rotate integrally with the counter drive gear 62c. That is, the second engaging element 64b rotates relative to the counter shaft 62b. The dog clutch S1 is brought into an engaged state when the spline teeth formed on the inner peripheral surface of the sleeve 64c mesh with the spline teeth formed on the outer peripheral surfaces of the first engaging element 64a and the second engaging element 64b. By engaging the dog clutch S1, the drive gear 61 and the driven gear 63 (second path) are connected so that torque can be transmitted. When the engagement between the second engaging element 64b and the sleeve 64c is released, the dog clutch S1 is opened. By releasing the dog clutch S1, the torque cannot be transmitted between the drive gear 61 and the driven gear 63 (second path). Further, the dog clutch S1 is a hydraulic type, and the sleeve 64c is moved in the axial direction by the hydraulic actuator.

FIG. 2 is a functional block diagram schematically showing the vehicle control device according to the embodiment. The vehicle control device is composed of an electronic control device (hereinafter referred to as "ECU") 100 that functions as a control unit that controls the vehicle Ve.

Signals from various sensors 31 to 39 are input to the ECU 100. That is, the vehicle speed sensor 31 detects the vehicle speed V. The input shaft rotation speed sensor 32 detects the rotation speed of the input shaft 3 (input shaft rotation speed). Since the input shaft 3 and the turbine runner 2b rotate integrally, the input shaft rotation speed sensor 32 detects the rotation speed (turbine rotation speed) of the turbine runner 2b. The first output shaft rotation speed sensor 33 detects the rotation speed of the secondary shaft 54 (first output shaft rotation speed). The second output shaft rotation speed sensor 34 detects the rotation speed of the output shaft 7 (second output shaft rotation speed). The engine speed sensor 35 detects the speed of the crankshaft 1a (hereinafter referred to as "engine speed"). The accelerator opening sensor 36 detects the amount of operation of the accelerator pedal (not shown). The brake stroke sensor 37 detects the amount of operation of the brake pedal (not shown). The shift position sensor 38 detects the position of a shift lever (not shown). The belt pinching sensor 39 detects the belt pinching of the secondary sheave 52.

The ECU 100 outputs a command signal to the engine 1 to control the fuel supply amount, the intake air amount, the fuel injection, the ignition timing, and the like. Further, the ECU 100 outputs a hydraulic command signal to the hydraulic control device 200 to control the shifting operation of the CVT 5 and the operation of each engaging device such as the first clutch C1. The hydraulic control device 200 supplies hydraulic pressure to the hydraulic cylinders 51c and 52c of the CVT 5 and the hydraulic actuators of the engaging devices. By controlling the hydraulic control device 200, the ECU 100 executes control for switching the power transmission path between the first path and the second path, shift control for the CVT 5, control for switching to various traveling modes, and the like.

For example, the ECU 100 transmits the torque input from the input shaft 3 to the output shaft 7 via the CVT 5 and the torque input from the input shaft 3 to the output shaft 7 via the gear train 6. It is possible to execute shift control that selectively switches between the forward gear traveling mode and the reverse gear traveling mode. Further, the ECU 100 obtains the position information of the shift lever after the garage operation, which is an operation of switching the shift stage from the stop stage (P range, N range) to the forward stage (D range) or the reverse stage (R range), is performed. Based on this, garage control, which is control until an engaging device such as the first clutch C1 or the brake B1 is engaged, can be executed.

FIG. 3 is a flood control circuit diagram showing an example of the flood control device 200. The flood control device 200 includes an oil pump 41 driven by an engine (Eng) 1 as a flood control supply source. The oil pump 41 sucks the oil stored in the oil pan and pumps it to the first oil passage 201.

The hydraulic control device 200 includes a first pressure regulating valve 211 to the hydraulic pressure of the first oil path 201 which applies the first line pressure _{P L1} two tone, a by oil discharged from the first pressure regulating valve 211 pressure the second line pressure _{P L2} two tone a second pressure regulating valve 212, the primary command pressure first pressure reducing valve for pressurizing regulated to a predetermined modulator pressure _{P M} the first line pressure _{P L1} as source pressure and (modulator valve) 213, the first line pressure _{P L1} as source pressure comprising a second pressure reducing valve (gear ratio control valve) 214 which applies the P _in tone, and a third pressure reducing valve (clamping pressure control valve) 215 for pressurizing regulating the secondary command pressure _{P out} of the first line pressure _{P L1} as source pressure .. The second line pressure P _L2 two pressure-regulated oil by the second pressure regulating valve 212 is supplied to the torque converter 2. The oil discharged from the second pressure regulating valve 212 is supplied to a lubrication system such as a meshing portion between gears.

A plurality of linear solenoid valves SL1, SL2, SL3, SLP, SLS are connected to the first pressure reducing valve 213 via the third oil passage 203. Each of the linear solenoid valves SL1, SL2, SL3, SLP, and SLS is independently excited, de-energized, and current controlled by the ECU 100 to regulate the oil pressure according to the oil pressure command signal.

The linear solenoid valve SL1 is pressed first clutch pressure _{P C1} two tone corresponding the modulator pressure _{P M} in the hydraulic pressure command signal is supplied to the first clutch C1. The linear solenoid valve SL2 is pressed a second clutch pressure _{P C2} two tone corresponding the modulator pressure _{P M} in the hydraulic pressure command signal is supplied to the second clutch C2. The linear solenoid valve SL3 is by regulating the hydraulic supply pressure _{P bs} corresponding to the modulator pressure _{P M} in the hydraulic pressure command signal is supplied to the dog clutch S1 and the brake B1. The linear solenoid valve SL3 is connected to the dog clutch S1 and the brake B1 via a switching valve 206. The switching valve 206 operates mechanically or electrically to switch the oil passage based on the operation of the shift lever.

Linear solenoid valve SLP is by regulating the signal pressure _{P SLP} as source pressure modulator pressure _{P M,} and outputs the signal pressure _{P SLP} to the second pressure reducing valve 214. The linear solenoid valve SLS is by regulating the signal pressure _{P SLS} as source pressure modulator pressure _{P M,} and outputs the signal pressure _{P SLS} to the third pressure reducing valve 215.

A primary hydraulic cylinder 51c is connected to the second pressure reducing valve 214 via a fourth oil passage 204. The second pressure reducing valve 214 is a valve for controlling the gear ratio of the CVT 5. The second pressure reducing valve 214 controls the amount of oil (flood) supplied to the primary hydraulic cylinder 51c. Second pressure reducing valve 214 by regulating the primary command pressure _{P in} the first line pressure _{P L1} as an original pressure supplied to the primary hydraulic cylinder 51c. Second pressure reducing valve 214, pressure regulating primary command pressure _{P in} based on a signal pressure _{P SLP} inputted from the linear solenoid valve SLP.

ECU100 regulates primary command pressure _{P in} by controlling the hydraulic pressure command signal to be output to the linear solenoid valve SLP. By primary command pressure P _in changes, V groove width of the primary sheave 51 is changed. ECU100 by controlling the primary command pressure _{P in,} controlling the gear ratio of CVT5. Incidentally, ECU 100, the coasting without the regulation of the primary command pressure _{P in} the above, does not supply the primary command pressure _{P in} the primary hydraulic cylinder 51c.

A secondary hydraulic cylinder 52c is connected to the third pressure reducing valve 215 via a fifth oil passage 205. The third pressure reducing valve 215 and the fifth oil passage 205 form a pinching pressure control circuit for the CVT 5. The third pressure reducing valve 215 is a valve that controls the belt pinching pressure. The third pressure reducing valve 215 controls the amount of oil (flood) supplied to the secondary hydraulic cylinder 52c. The third pressure reducing valve 215 is a secondary command pressure _{P out} tone divides the first line pressure _{P L1} as an original pressure supplied to the secondary hydraulic cylinder 52c. The third pressure reducing valve 215 regulates the secondary indicated pressure P _{out based on the signal pressure PSLS} input from the linear solenoid valve SLS.

The ECU 100 adjusts the _{secondary instruction pressure P out} by controlling the hydraulic command signal output to the linear solenoid valve SLS. As the secondary instruction pressure P _out changes, the belt pinching pressure of the CVT 5 changes. The ECU 100 controls the belt pinching pressure of the CVT 5 by controlling the secondary instruction pressure P _out.

Further, on the circuit for supplying oil pressure to the secondary sheave 52, specifically, oil for suppressing oil drainage between the third pressure reducing valve 215 and the oil pump 41 while the oil pump 41 is stopped (when the engine 1 is stopped). A check valve 216 is provided as a pull-out prevention mechanism.

FIG. 4 is a flowchart showing an example of garage control by the ECU 100 according to the embodiment. FIG. 5 is a timing chart showing an example of garage control by the ECU 100 according to the embodiment.

In FIG. 4, first, the ECU 100 determines whether the ignition is ON (step S1). When it is determined that the ignition is not ON (No in step S1), the ECU 100 turns off the secondary sheave oil filling completion determination (step S9), disallows the clutch engagement control (step S10), and ends a series of controls. do.

On the other hand, when the ignition is ON (Yes in step S1, (1) in FIG. 5), the ECU 100 determines whether the relationship of belt pinching sensor value> predetermined value is satisfied when the engine starter is started (step S2). When it is determined that the relationship of the belt pinching sensor value> the predetermined value is satisfied when the engine starter is started (Yes in step S2), the ECU 100 sets the oil drainage determination = OFF (step S3), and the engine speed> the predetermined value is the predetermined time. It is determined whether A has passed (step S4). As the "predetermined value" in "engine speed> predetermined value", for example, as shown in FIG. 5, a preset engine speed threshold value for determining the complete explosion of the engine 1 is used. Further, the predetermined time A is set to an extremely short time for confirming the complete explosion of the engine 1. Then, when it is determined that the engine speed> the predetermined value has passed the predetermined time A (Yes in step S4, (2) in FIG. 5), the ECU 100 turns on the secondary sheave oil filling completion determination (step S5). Clutch engagement control is permitted (step S6), and a series of controls is terminated. On the other hand, when it is determined that the engine speed> the predetermined value does not elapse the predetermined time A (No in step S4), the ECU 100 turns off the secondary sheave oil filling completion determination (step S9), and the clutch engagement control is not performed. As permission (step S10), a series of controls is terminated.

Further, in step S2, when it is determined that the relationship of belt pinching sensor value> predetermined value is not satisfied when the engine starter is started (No in step S2), the ECU 100 sets the oil drainage determination = ON (step S7), and the engine It is determined whether or not the rotation speed> the predetermined value and the belt pinching sensor value> the predetermined value have passed the predetermined time B (step S8). The predetermined time B is longer than the predetermined time A in step S4, waiting for the hydraulic pressure in the secondary sheave 52 to be filled and stabilized. Further, as the "predetermined value" in "belt pinching sensor value> predetermined value", for example, as shown in FIG. 5, a preset oil drainage determination hydraulic threshold value is used. When it is determined that the engine speed> the predetermined value and the belt pinching sensor value> the predetermined value have passed the predetermined time B (Yes in step S8), the ECU 100 turns on the secondary sheave oil filling completion determination (step S5). , Clutch engagement control is permitted (step S6), and a series of controls is terminated. On the other hand, when it is determined that the engine speed> the predetermined value and the belt pinching sensor value> the predetermined value do not elapse the predetermined time B (No in step S8), the ECU 100 turns off the secondary sheave oil filling completion determination. (Step S9), the clutch engagement control is disallowed (step S10), and a series of controls is terminated.

As described above, in the present embodiment, the check valve 216 is provided in the hydraulic circuit that supplies the oil to the secondary sheave 52, and the presence or absence of oil leakage from the secondary sheave 52 is checked when the engine is started ((1) in FIG. 5). After checking, if there is no oil drainage (when the oil drainage judgment = OFF), the clutch engagement is permitted in the engine complete explosion judgment ((2) in FIG. 5). As a result, the clutch engagement is permitted in a shorter time than when there is oil drainage (when the oil drainage judgment = ON) (the clutch engagement start is accelerated), so that the driving force can be generated promptly. , It is possible to improve the startability in garage control.

1 engine 5 CVT
39 Belt pinching sensor 41 Oil pump 52 Secondary sheave 52c Secondary hydraulic cylinder 100 ECU
200 Flood control unit 216 Check valve

Claims (1)

A mechanical oil pump driven by an engine,
A hydraulic circuit that supplies oil from the mechanical oil pump to the secondary sheave,
The oil drainage prevention mechanism provided in the hydraulic circuit and
It is a control device of a continuously variable transmission equipped with
After switching the ignition from off to on, if the belt pinching sensor value is equal to or higher than the predetermined value, it is judged that oil leakage has not occurred, and the clutch is compared with the case where the belt pinching sensor value is less than the predetermined value. A control device for a continuously variable transmission, which is characterized by accelerating the start of engagement.

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