JP4782756B2 - Control device for continuously variable transmission - Google Patents

Description

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

As a conventional technique related to a control device for a continuously variable transmission, a technique described in Patent Document 1 can be cited. In the technique described in Patent Document 1, when the D range is selected during the line pressure minimum control at an extremely low temperature, until the timer t reaches a predetermined time T0, that is, the actual hydraulic pressure of the line pressure P1 is maximum. Until this occurs, the forward clutch engagement pressure Pc is set to P1 to delay the rise, thereby preventing belt slippage due to a delay in response of the hydraulic pressure.
JP 2004-125063 A

  As described above, in the technique described in Patent Document 1, slipping of the belt is prevented by starting the clutch engagement according to the elapsed time after the D range is selected. Since there is no transition, since it is necessary to set with a margin when judging by time, there is an inconvenience that a response delay at the time of starting becomes large.

  Accordingly, the object of the present invention is to eliminate the above-mentioned inconvenience, and in a control device for a belt type continuously variable transmission connected to an internal combustion engine via a clutch, while preventing slippage of the belt, delaying the response at the time of starting. An object of the present invention is to provide a control device for a continuously variable transmission which is avoided.

In order to achieve the above object, according to a first aspect of the present invention, the engine is connected to an internal combustion engine via a clutch and is operated by being supplied with hydraulic oil from an oil passage by a hydraulic pump driven by the internal combustion engine. In a belt type continuously variable transmission control apparatus, a pump discharge amount for calculating and integrating the discharge amount of hydraulic oil discharged by the hydraulic pump after the internal combustion engine is started based on the rotational speed of the internal combustion engine An integrated value calculating means; a filling amount determining means for determining whether or not the integrated value of the discharge amount has reached a required filling amount required for operating the continuously variable transmission; and the integrated value of the discharge amount is the required value. when it is determined not to reach the filling amount, as well as prohibiting the engagement of the clutch, when the accelerator pedal is depressed, limiting the output torque of the internal combustion engine, when the accelerator pedal is returned It was composed as and a clutch control means for increasing the rotational speed of the internal combustion engine.

In the control device for a continuously variable transmission according to claim 2, the filling amount determination means determines the required filling amount from the volume of the oil passage until the clutch transmission torque is generated from the start of clutch engagement. The filling amount of the discharged hydraulic oil is set so as to be subtracted .

In the continuously variable transmission control device according to claim 3, the hydraulic oil is connected to the internal combustion engine via a clutch, and is operated by being supplied with hydraulic oil from an oil passage by a hydraulic pump driven by the internal combustion engine. In a belt type continuously variable transmission control apparatus, a pump discharge amount for calculating and integrating the discharge amount of hydraulic oil discharged by the hydraulic pump after the internal combustion engine is started based on the rotational speed of the internal combustion engine The integrated value calculating means, and determining whether or not the integrated value of the discharge amount has reached a necessary filling amount necessary for operating the continuously variable transmission, and calculating the necessary filling amount from the volume of the oil passage Filling amount determination means for subtracting and setting the filling amount of hydraulic oil discharged from the start of clutch engagement until the clutch transmission torque is generated, and determining that the integrated value of the discharge amount has not reached the required filling amount Is When it was configured as Ru and a clutch control means for inhibiting engagement of the clutch.

In the control device for continuously variable transmission according to claim 4, the clutch control means has depressed the accelerator pedal when it is determined that the integrated value of the discharge amount has not reached the required filling amount. In this case, the output torque of the internal combustion engine is limited .

In the continuously variable transmission control apparatus according to claim 5, the clutch control means is configured to increase the rotational speed of the internal combustion engine when the accelerator pedal is returned .

In the control device for a continuously variable transmission according to claim 6, the filling amount determination means calculates the required filling amount based on a stop time of the internal combustion engine, a temperature at the start of the internal combustion engine, and an outside air temperature. It was configured to correct at least one of them .

In the control system of the continuously variable transmission according to claim 7, wherein the clutch control means, even when the integrated value of the discharge amount is determined to have reached the required filling amount, the accelerator pedal is larger than a predetermined value When the engine is depressed or the rotational speed of the internal combustion engine is equal to or higher than a predetermined value, the clutch is prohibited from being engaged .

According to the first aspect of the present invention, in the control device for the continuously variable transmission connected to the internal combustion engine via the clutch, the discharge amount of the hydraulic oil discharged by the hydraulic pump after the internal combustion engine is started is determined by the rotation of the internal combustion engine. While calculating based on the number and accumulating, it is determined whether or not the necessary filling amount necessary for operating the continuously variable transmission has been reached, and when it is determined that it has not reached, the engagement of the clutch is prohibited , When the accelerator pedal is depressed, the output torque of the internal combustion engine is limited, and when the accelerator pedal is returned, the number of revolutions of the internal combustion engine is increased , in other words, not the elapsed time but the filling state of the oil passage. Since it is determined, the belt can be prevented from slipping by prohibiting the engagement of the clutch before it is determined that it is full, and the clutch is released after the determination that it is full. And next, because there is no possible delay the start unnecessary, response delay at the start, i.e., it is possible to avoid the starting delay. Further, by limiting the output torque of the internal combustion engine when the accelerator pedal is depressed, it is possible to prevent the internal combustion engine from blowing up while the clutch is not engaged. Further, when the accelerator pedal is returned, by increasing the rotational speed of the internal combustion engine, the integrated value of the pump discharge amount calculated based on the rotational speed of the internal combustion engine is increased, and it is determined that the necessary filling amount has been reached. Thus, the start delay when the accelerator pedal is operated can be avoided more reliably.

In the continuously variable transmission control device according to claim 2, the required filling amount is set by subtracting the filling amount of hydraulic oil discharged until the clutch transmission torque is generated from the volume of the oil passage. Therefore, in addition to the above-described effects , the necessary filling amount can be accurately calculated by taking into consideration the time required for invalid stroke filling .

4. The continuously variable transmission control device according to claim 3, wherein the continuously variable transmission control device connected to the internal combustion engine via a clutch is an operation discharged by a hydraulic pump after the internal combustion engine is started. The oil discharge amount is calculated and integrated based on the rotational speed of the internal combustion engine, and it is determined whether or not the necessary filling amount necessary for operating the continuously variable transmission has been reached. When the amount of hydraulic oil discharged from the start of clutch engagement until the clutch transmission torque is generated is subtracted from the volume and set, and when it is determined that the integrated value of the discharged amount has not reached the required filling amount, the clutch In addition to the effects described above , the necessary filling amount can be accurately calculated by taking into account the time required for filling the invalid stroke .

In the continuously variable transmission control device according to claim 4, when the accelerator pedal is depressed when it is determined that the integrated value of the discharge amount has not reached the required filling amount, the output torque of the internal combustion engine is reduced. Since the configuration is limited , in addition to the effects described above, it is possible to prevent the internal combustion engine from blowing up while the clutch is not engaged .

In the continuously variable transmission control device according to the fifth aspect of the present invention, when the accelerator pedal is returned, the rotational speed of the internal combustion engine is increased . Therefore, in addition to the above effect, the rotational speed of the internal combustion engine is reduced. When the cumulative value of the pump discharge amount calculated based on the number of revolutions of the internal combustion engine increases, the time until it is determined that the required filling amount has been reached is shortened, and therefore the accelerator pedal is operated It is possible to more reliably avoid the delay in starting .

In the continuously variable transmission control device according to the sixth aspect, the required filling amount is corrected by at least one of the stop time of the internal combustion engine, the temperature at the start of the internal combustion engine, and the outside air temperature . In addition to the effects described above, it is determined in consideration of either the discharge of hydraulic oil from the oil passage, the viscosity of the hydraulic oil, etc., and the required filling amount can be calculated more accurately .

In the control system of the continuously variable transmission according to claim 7, also when the integrated value of the discharge amount is determined to have reached the required filling quantity, when the accelerator pedal is depressed more than a predetermined value or an internal combustion engine Since the clutch is prohibited from being engaged when the rotational speed of the engine is equal to or greater than a predetermined value , similarly, in addition to the above-described effect, similarly, the feeling of popping out when the accelerator pedal is immediately depressed after the start of the internal combustion engine is prevented. be able to.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

  A VEL sensor (rotational speed sensor) 70 is provided in the vicinity of the gear 36 of the secondary shaft SS and outputs a pulse signal indicating the rotational speed of the output shaft of the CVT 26 or the vehicle speed VEL through the rotational speed of the gear 36. A shift lever position sensor 72 is provided in the vicinity of the shift lever 44 described above, and outputs a POS signal corresponding to a position such as R, N, or D selected by the driver.

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

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

  The shift controller 74 is operated by being supplied with operating power when the engine 10 is stopped, in other words, when the vehicle is stopped, and includes a non-volatile memory 74a, and the elapsed time after the engine 10 is stopped. Measure and store in non-volatile memory 74a.

  FIG. 3 is a flowchart showing the operation of the shift controller 74. The illustrated program is executed every predetermined time, for example, 10 msec when the engine 10 is started by the shift controller 74.

  As will be described below, in S10, it is determined whether or not the oil passage filling monitoring, that is, whether the integrated value of the discharge amount of the hydraulic pump 46a has reached the necessary filling amount required to operate the CVT 26 or not.

  FIG. 4 is a sub-routine flowchart showing the processing.

  In the following, it is determined whether or not the engine 10 has been started in S100. Whether or not the start is completed is determined by accessing the engine controller 60 and determining whether or not the engine 10 has reached the complete explosion speed.

  When the result is affirmative in S100, the process proceeds to S102, the discharge amount of the hydraulic pump 46a is calculated from the engine speed NE obtained by accessing the engine controller 60, the process proceeds to S104, and the value calculated in S102 is calculated so far. Add to the value and add up. That is, an integrated value of the discharge amount of hydraulic oil (hydraulic pressure) discharged by the hydraulic pump 46a after the engine 10 is started in S100 to S104 is calculated.

  Next, in S106, a necessary filling amount, that is, a necessary filling amount of hydraulic oil necessary for operating the CVT 26 is set. The required filling amount is generated from the oil passage volume from the oil passage 46d through the first and second regulator valves 46e, 46f to the piston chambers 26a21, 26b21, and the clutch transmission torque is generated from the start of engagement of the forward clutch 30a. Subtract the amount of hydraulic oil discharged until then, in other words, take into account the time required for filling the invalid stroke.

  In S106, the required filling amount is set, and the engine 10 stop time stored in the nonvolatile memory 74a, the temperature at the start of the engine 10 detected by the water temperature sensor 56, that is, the cooling water temperature TW, And at least one of the intake air temperature (outside air temperature) detected by the intake air temperature sensor 58, more specifically, it is corrected. The temperature at the start of the engine 10 is obtained by accessing the engine controller 60.

  Next, in S108, the integrated value of the discharge amount of the hydraulic pump 46a is compared with the necessary filling amount necessary for operating the CVT 26. That is, it is determined whether or not the integrated value of the discharge amount of the hydraulic pump 46a has reached a necessary filling amount for operating the CVT 26.

  When it is determined in S108 that the required filling amount is larger, the process proceeds to S110, and it is determined that the filling of the oil passage 46c has not been completed, that is, the integrated value of the discharge amount has not reached the necessary filling amount.

  On the other hand, when it is determined that the integrated value is greater than or equal to the necessary filling amount, the routine proceeds to S112, where it is determined that the filling of the oil passage 46c is completed, that is, the integrated value of the discharge amount has reached the necessary filling amount. When the result in S100 is negative, the program proceeds to S114, and the value of the hydraulic pump discharge amount is reset.

  Returning to the description of the flowchart of FIG. 3, the process then proceeds to S12 to determine the filling state of the oil passage 46c.

  When it is determined that charging has not been completed, that is, it is determined that the integrated value of the discharge amount of the hydraulic pump 46a has not reached the required filling amount, the routine proceeds to S14 and the engagement of the forward clutch 30a is prohibited (to the piston chamber 30a1 of the forward clutch 30a). The operation oil is prohibited from being supplied), and the process proceeds to S16 to execute engine torque limitation before filling the oil passage 46c.

  In the process of S16, more specifically, it is determined whether or not the accelerator pedal is depressed from the accelerator opening AP detected by the accelerator opening sensor 54, and when it is determined that the accelerator pedal is depressed, the throttle The opening degree is adjusted to limit the output torque of the engine 10 to prevent the engine 10 from blowing up.

  When it is determined that the accelerator pedal has been returned thereafter, the throttle opening is changed in the valve opening direction to increase the engine speed NE. As a result, the integrated value of the pump discharge amount calculated based on the engine speed NE is increased, and the time until it is determined that the required filling amount has been reached is shortened, so that the start when the accelerator pedal is operated is started. Delays can be avoided reliably.

  On the other hand, when the filling is completed in S12, that is, when it is determined that the integrated value of the discharge amount of the hydraulic pump 46a has reached the required filling amount, the process proceeds to S18, and the running position of the in-gear, that is, D excluding P and N is changed. It is determined whether or not it is established, and if the result is affirmative, the process proceeds to S20, and the minimum value after completion of the filling of the accelerator opening AP detected by the accelerator opening sensor 54 is compared with a predetermined value. The predetermined value is a minute value of about 0.5 / 8, for example.

  When it is determined that the minimum value after filling of the accelerator opening AP detected in S20 is less than a predetermined value, the process proceeds to S22, and the minimum value after filling of the engine speed NE detected by the crank angle sensor 48 is set to a predetermined value. Compare with The predetermined value is a low value of about 1700 rpm, for example.

  When it is determined that the minimum value after completion of filling of the engine speed NE detected in S22 is less than a predetermined value, the process proceeds to S24, and clutch engagement control is performed immediately after filling the oil passage. That is, since the integrated value of the discharge amount of the hydraulic pump 46a has reached the required filling amount, hydraulic oil is supplied to the piston chamber 30a1 of the forward clutch 30a in S24, and the forward clutch 30a is fastened.

  When the forward clutch 30a is engaged immediately after the oil passage is filled, that is, when the integrated value of the discharge amount is in-geared before the required filling amount is reached, the clutch transmission torque is not compared to the case where the forward clutch 30a is engaged. Suppress the increase.

  Thereby, even when the accelerator pedal is stepped on greatly after the start of the engine 10 is completed, it is possible to prevent the vehicle from starting suddenly and giving the driver a feeling of jumping out. Next, the program proceeds to S26, in which engine torque limitation is performed immediately after filling the engine oil passage, which adjusts the throttle opening to limit the output torque of the engine 10. This process is also for the same reason.

  On the other hand, when it is determined that the minimum value after completion of the filling of the accelerator opening AP detected in S20 is greater than or equal to a predetermined value, the process proceeds to S28, and the engagement of the forward clutch 30a is prohibited. The same applies when it is determined that the minimum value after completion of filling of the engine speed NE detected in S22 is equal to or greater than a predetermined value.

  Next, in S30, engine torque limitation is executed immediately after filling the oil passage.

  That is, when the accelerator pedal is operated when starting the engagement of the forward clutch 30a when the integrated value of the discharge amount of the hydraulic pump 46a is in-geared before the required filling amount is reached, compared to the case where it does not. Then, the throttle opening is adjusted to greatly reduce the output torque of the engine 10, and the engine torque limit is executed to increase the output torque reduction amount of the engine 10.

  Thereby, even if the accelerator pedal is greatly depressed along with the completion of the start of the engine 10, it is possible to effectively prevent the vehicle from starting suddenly and giving the driver a feeling of jumping out. If the result in S18 is negative, the subsequent processing is skipped.

As described above, in this embodiment, hydraulic oil (hydraulic pressure) is supplied to the engine (internal combustion engine) via the forward clutch (clutch) 30a and hydraulic oil 46a driven by the engine 10 is used. In the control device (shift controller 74) of the belt-type CVT (continuously variable transmission) 26 that is supplied from the path 46d and operates, the discharge amount of the hydraulic oil discharged by the hydraulic pump 46a after the engine 10 is started The pump discharge amount integrated value calculating means (S10, S100 to S104) for calculating and integrating the value based on the rotation speed of the engine 10 (engine speed NE), and the integrated value of the discharge amount operate the CVT 26. Filling amount judging means (S106 to S114) for judging whether or not the necessary filling amount has been reached, and the integrated value of the discharge amount is the required amount. When it is determined not to reach the filling amount, as well as prohibiting the engagement of the forward clutch 30a, when the accelerator pedal is depressed, limiting the output torque of the engine 10, when the accelerator pedal is returned, the A clutch control means (S12 to S16) for increasing the engine speed NE (S16) is provided.

In this way, it is determined whether or not the integrated value of the discharge amount of the hydraulic oil discharged by the hydraulic pump 46a after the engine 10 is started has reached a necessary filling amount necessary for operating the CVT 26, and it is determined that it has not been reached. In this case, the forward clutch 30a is prohibited from being engaged, in other words, not the elapsed time, but the oil passage 46d, more precisely, the oil passage 46d and the first and second regulator valves 46e, 46f and the piston. Since the oil passage filling state up to the chambers 26a21 and 26b21 is judged, the belt 26c can be prevented from slipping by preventing the forward clutch 30a from being engaged before it is judged that the oil passage has been filled. After it is determined that the forward clutch 30a is engaged, the start clutch is not unnecessarily delayed. It is possible to avoid the starting delay.
Further, when the accelerator pedal is depressed when it is determined that the integrated value of the discharge amount does not reach the required filling amount, the output torque of the engine 10 is limited (S16), so the forward clutch 30a is engaged. It is possible to prevent the engine 10 from blowing up while it is not being performed.
Further, since the engine speed NE is increased when the accelerator pedal is returned (S16), the integrated value of the pump discharge amount calculated based on the engine speed NE by increasing the engine speed NE. Thus, the time until it is determined that the required filling amount has been reached is shortened, so that it is possible to more reliably avoid the delay in starting when the accelerator pedal is operated.

Further, the filling amount determination means transfers the necessary filling amount to the piston chambers 26a21 and 26b21 from the oil passage 46d, more precisely, from the oil passage 46d to the first and second regulator valves 46e and 46f. Since the amount of hydraulic oil discharged from the start of engagement of the forward clutch 30a to when the clutch transmission torque is generated is subtracted from the volume of the oil passage until it is set (S106), the above effect is achieved. In addition, the time required for filling the invalid stroke can be taken into consideration, and the necessary filling amount can be set accurately .

The belt type is connected to an engine (internal combustion engine) via a forward clutch (clutch) 30a and is operated by hydraulic oil (hydraulic pressure) supplied from an oil passage 46d by a hydraulic pump 46a driven by the engine 10. In the control device (shift controller 74) of the CVT (continuously variable transmission) 26, the amount of hydraulic oil discharged by the hydraulic pump 46a after the engine 10 is started is determined by the rotational speed of the engine 10 (engine rotation). The pump discharge amount integrated value calculation means (S10, S100 to S104) that calculates and integrates based on the number NE), and whether or not the integrated value of the discharge amount has reached the necessary filling amount required to operate the CVT 26 And determining the required filling amount from the volume of the oil passage 46d, more precisely, the first and second regulators from the oil passage 46d. Set by subtracting the filling amount of hydraulic oil discharged from the start of engagement of the forward clutch 30a until the clutch transmission torque is generated from the volume of the oil passage from the valve 46e, 46f to the piston chamber 26a21, 26b21. (S106) A filling amount determination means (S106 to S114) and a clutch control means (S12) that prohibits the engagement of the forward clutch 30a when it is determined that the integrated value of the discharge amount has not reached the required filling amount. To S16) .

In this way, it is determined whether or not the integrated value of the discharge amount of the hydraulic oil discharged by the hydraulic pump 46a after the engine 10 is started has reached a necessary filling amount necessary for operating the CVT 26, and it is determined that it has not been reached. In this case, the forward clutch 30a is prohibited from being engaged, in other words, not the elapsed time, but the oil passage 46d, more precisely, the oil passage 46d and the first and second regulator valves 46e, 46f and the piston. Since the oil passage filling state up to the chambers 26a21 and 26b21 is judged, the belt 26c can be prevented from slipping by preventing the forward clutch 30a from being engaged before it is judged that the oil passage has been filled. After it is determined that the forward clutch 30a is engaged, the start clutch is not unnecessarily delayed. It is possible to avoid the starting delay.
Further, since the required filling amount is set by subtracting the filling amount of the hydraulic oil discharged from the start of engagement of the forward clutch 30a until the clutch transmission torque is generated from the volume of the oil passage 46d (S106), The time required for invalid stroke filling can be taken into consideration, and the necessary filling amount can be set accurately .

The clutch control means limits the output torque of the engine 10 when the accelerator pedal is depressed when it is determined that the integrated value of the discharge amount has not reached the required filling amount (S16). Since it comprised, in addition to the above-mentioned effect, the engine 10 can be prevented from being blown up while the forward clutch 30a is not fastened .

Further, since the clutch control means is configured to increase the engine speed NE when the accelerator pedal is returned (S16) , in addition to the above effect, the engine speed NE is increased to increase the engine speed. The integrated value of the pump discharge amount calculated based on the number NE increases, and the time until it is determined that the required filling amount has been reached is shortened, so that the start delay when the accelerator pedal is operated is further ensured. It can be avoided .

Further, the filling amount determination means corrects the necessary filling amount by at least one of a stop time of the engine 10, a temperature at the start of the engine 10, and an outside air temperature (intake air temperature) (S106). Therefore, in addition to the effects described above , either the presence or absence of hydraulic oil discharged from the oil passage 46a, the viscosity of the hydraulic oil, or the like is determined in consideration of both, and more specifically, the required filling amount is more accurately determined. Can be set to

  The clutch control means also determines that the integrated value of the discharge amount has reached the required filling amount, when the accelerator pedal is depressed more than a predetermined value, or when the engine speed NE is greater than a predetermined value. In this case, since the engagement of the clutch is prohibited (S28), in addition to the effects described above, it is possible to prevent the feeling of popping out when the accelerator pedal is immediately depressed after the start of the engine 10 is completed.

  In addition, in the above, the structure of CVT26 or the forward / reverse switching apparatus 30 is an illustration, and this invention is not limited to it.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram showing an overall control device for a continuously variable transmission according to an embodiment of the present invention. FIG. 2 is a hydraulic circuit diagram showing a hydraulic mechanism such as a continuously variable transmission shown in FIG. 1. It is a flowchart which shows operation | movement of the apparatus shown in FIG. FIG. 4 is a sub-routine flow chart showing an oil passage filling monitoring process of FIG. 3. FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 Internal combustion engine (engine), 14 Vehicle, 16 DBW mechanism, 24 Torque converter, 26 Continuously variable transmission (CVT), 30 Forward / reverse switching device, 30a Forward clutch (clutch), 46 Hydraulic mechanism, 46a Hydraulic pump, 46d Oil Road, 48 crank angle sensor, 52 throttle opening sensor, 54 accelerator opening sensor, 56 water temperature sensor, 58 intake air temperature sensor, 60 engine controller, 74 shift controller, W drive wheel (tire)

Claims (7)

In a control device for a belt-type continuously variable transmission that is connected to an internal combustion engine via a clutch and that is operated by supplying hydraulic oil from an oil passage by a hydraulic pump driven by the internal combustion engine.
a. Pump discharge amount integrated value calculating means for calculating and integrating the discharge amount of hydraulic oil discharged by the hydraulic pump after the internal combustion engine is started based on the rotational speed of the internal combustion engine;
b. Filling amount judgment means for judging whether or not the integrated value of the discharge amount has reached a necessary filling amount necessary for operating the continuously variable transmission;
c. When it is determined that the integrated value of the discharge amount has not reached the required filling amount, the clutch is prohibited from being engaged, and when the accelerator pedal is depressed, the output torque of the internal combustion engine is limited, and the accelerator Clutch control means for increasing the rotational speed of the internal combustion engine when the pedal is returned ;
A control device for a continuously variable transmission. The filling amount determining means sets the required filling amount by subtracting the filling amount of hydraulic oil discharged from the start of clutch engagement until the clutch transmission torque is generated from the volume of the oil passage. The continuously variable transmission control device according to claim 1. In a control device for a belt-type continuously variable transmission that is connected to an internal combustion engine via a clutch and that is operated by supplying hydraulic oil from an oil passage by a hydraulic pump driven by the internal combustion engine.
a. Pump discharge amount integrated value calculating means for calculating and integrating the discharge amount of hydraulic oil discharged by the hydraulic pump after the internal combustion engine is started based on the rotational speed of the internal combustion engine;
b. It is determined whether or not the integrated value of the discharge amount has reached a necessary filling amount necessary for operating the continuously variable transmission, and the necessary filling amount is determined from the volume of the oil passage from the start of clutch engagement to the clutch. A filling amount judging means for subtracting and setting the filling amount of hydraulic oil discharged until the transmission torque is generated;
c. Clutch control means for prohibiting engagement of the clutch when it is determined that the integrated value of the discharge amount has not reached the required filling amount;
Control device for a continuously variable transmission you comprising the. The clutch control means limits the output torque of the internal combustion engine when the accelerator pedal is depressed when it is determined that the integrated value of the discharge amount has not reached the required filling amount. The control device for a continuously variable transmission according to Item 3 . 5. The continuously variable transmission control device according to claim 4 , wherein the clutch control means increases the rotational speed of the internal combustion engine when the accelerator pedal is returned . The said filling amount judgment means correct | amends the said required filling amount by at least any one of the stop time of the said internal combustion engine, the temperature at the time of the start of the said internal combustion engine, and external temperature . The control device for a continuously variable transmission according to any one of the above. When it is determined that the integrated value of the discharge amount has reached the required filling amount, the clutch control means also has a case where the accelerator pedal is depressed more than a predetermined value or when the rotational speed of the internal combustion engine is greater than a predetermined value. the control device for a continuously variable transmission according to any of claims 1 to 6, characterized in that to prohibit engagement of the clutch.

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