JP5416194B2 - Power transmission control device - Google Patents

Description

  The present invention relates to a control device for a power transmission device, and more specifically to a control device for a power transmission device for a vehicle including a continuously variable transmission and a clutch.

  Recently, the engagement force (engagement pressure) of the friction engagement element is such that a friction engagement element such as a clutch arranged in series with the continuously variable transmission slips (slides) before the belt of the continuously variable transmission. ) Is known, so-called torque fuse control is known which prevents an excessive load from being input to the continuously variable transmission. One example of such a technique is described in Patent Document 1.

  In the technique described in Patent Document 1, it is detected whether or not the vehicle is traveling on a low friction road surface through detection of wheel skids. When the result is negative, the first friction coefficient of the friction engagement element is detected. While a value is set, a second value close to the actual value and higher than the first value obtained through learning is set when affirmed, and the engagement force (supply hydraulic pressure) is controlled based on the set value doing.

WO2011 / 010547 Publication

  The technique described in Patent Document 1 proposes the above-described control. However, when the traveling road surface changes from a low friction road surface to a high friction road surface, the wheels suddenly grip the traveling road surface and the slip amount of the friction engagement element is reduced. Because it increases rapidly, it is necessary to suppress it. In that case, if the friction engagement element is immediately engaged, an engagement shock may occur, which may cause the driver to feel uncomfortable. Thus, it has been difficult to achieve both the suppression of the slip amount of the frictional engagement element that is rapidly increased and the suppression of the engagement shock.

  Therefore, the object of the present invention is to eliminate the above-mentioned disadvantages, and in the power transmission device including a friction engagement element arranged in series with the continuously variable transmission, the frictional surface is changed even when the traveling road surface is changed from the low friction road surface to the high friction road surface. It is an object of the present invention to provide a control device for a power transmission device capable of achieving both suppression of slip of an engagement element and suppression of engagement shock.

  In order to achieve the above object, in claim 1, a continuously variable transmission that transmits a rotational driving force from a driving source mounted on a vehicle to a wheel, and between the driving source and the wheel, In a power transmission device including a friction engagement element arranged in series with an automatic transmission, skid detection means for detecting a skid of the wheel, and slip amount detection means for detecting a slip amount of the friction engagement element Friction engagement element control means for controlling the engagement operation of the friction engagement element, and the friction engagement element control means is configured to engage the friction engagement element when a skid of the wheel is detected. When reducing the resultant force and then increasing the reduced engagement force, the increase in the engagement force of the friction engagement element is limited when the detected slip amount of the friction engagement element is equal to or greater than a predetermined amount. did.

  In the control device for a power transmission device according to claim 2, the friction engagement element control means estimates an inertia torque of the drive source to be absorbed for the engagement of the friction engagement element. An estimation means and a driving force reducing means for reducing the rotational driving force of the driving source based on the estimated inertia torque are provided.

  In the control device for a power transmission device according to claim 3, the friction engagement element control means includes a heat generation amount estimation means for estimating a heat generation amount of the friction engagement element, and the estimated heat generation amount. When the amount of heat exceeds the allowable heat amount, the engagement force of the friction engagement element is increased in the engagement direction.

  In the control device for the power transmission device according to claim 1, the skid of the wheel is detected, the slip amount of the friction engagement element is detected, the engagement operation of the friction engagement element is controlled, and the skid of the wheel is controlled. Is detected, when the engagement force of the friction engagement element is decreased, and then when the decreased engagement force is increased, if the detected slip amount of the friction engagement element is equal to or greater than a specified amount, Since it is configured to limit the increase in the engagement force, after the low friction road surface is detected through wheel skid detection, the road surface changes to a high friction road surface, and the wheels quickly grip the road surface and cause friction. Even if the slip amount of the engagement element increases rapidly, the slip of the friction engagement element can be suppressed to some extent by increasing the engagement force of the reduced friction engagement element, and the slip amount of the friction engagement element is more than the specified amount If it is friction It is possible to avoid the occurrence of engagement shock by limiting the increase in the engaging force of the coupling element.

  In the control device for the power transmission device according to claim 2, the inertia torque of the driving source to be absorbed for the engagement of the friction engagement element is estimated, and the rotation of the driving source is based on the estimated inertia torque. Since it is configured to reduce the driving force, in addition to the above-described effects, it is possible to more reliably suppress the slip of the friction engagement element, and thus to achieve both the suppression of slip and the suppression of engagement shock. it can.

  In the control device for a power transmission device according to claim 3, the heat generation amount of the friction engagement element is estimated, and when the estimated heat generation amount exceeds the allowable heat amount, the engagement force of the friction engagement element is set in the engagement direction. Therefore, in addition to the above-described effects, excessive temperature rise of the friction engagement element can be prevented.

It is the schematic which shows the whole control apparatus of the power transmission device which concerns on the Example of this invention. FIG. 2 is a hydraulic circuit diagram of the hydraulic pressure supply mechanism shown in FIG. 1. It is a flowchart which shows operation | movement of the shift controller shown in FIG. 3 is a sub-routine flowchart of the mode selection process of the flowchart. 4 is a time chart for explaining the processing of the flow chart. 4 is a sub-routine flow chart showing the heat amount determination processing of the flow chart. 4 is a sub-routine flow chart showing the prohibited area determination processing of the flow chart. FIG. 8 is an explanatory diagram showing characteristics of differential rotation with respect to input torque used in the flowchart. FIG. 8 is an explanatory diagram showing characteristics of allowable input torque with respect to differential rotation used in the flow chart. FIG. 5 is a sub-routine flow chart showing processing in a feedback control mode of the flow chart of FIG. 4. FIG. 10 is a time chart illustrating processing for each mode, similar to FIG. 4 is a flowchart showing processing executed in parallel with the processing of the flowchart of FIG. 10 in the feedback control of the flowchart of FIG. 4 is a sub-routine flow chart showing processing in the fixed value mode of the flow chart.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, an embodiment for implementing a control device for a power transmission device according to the invention will be described with reference to the accompanying drawings.

  FIG. 1 is a schematic diagram generally showing a control device for a power transmission device according to an embodiment of the present invention, and FIG. 2 is a hydraulic circuit diagram of the hydraulic pressure supply mechanism shown in FIG.

  In FIG. 1, reference numeral 10 denotes an engine (an internal combustion engine (drive source)). The engine 10 is mounted on a vehicle 14 having drive wheels (wheels) 12 (the vehicle 14 is partially indicated by the drive wheels 12 and the like). The vehicle 14 is a front wheel drive type (2WD) vehicle.

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

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

  The rotation of the crankshaft 22 is input to a continuously variable transmission (hereinafter referred to as “CVT”) 26 via a torque converter 24.

  That is, 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 (input shaft) MS.

  The CVT 26 is a main shaft MS, more precisely, a drive pulley 26a disposed on the outer peripheral side shaft, and a counter shaft (output shaft) CS parallel to the main shaft MS, more precisely, a driven disposed on the outer peripheral side shaft. A pulley 26b and a power transmission element composed of an endless flexible member hung between the pulley 26b, for example, a metal belt 26c.

  The drive pulley 26a is fixed to the stationary pulley half 26a1 which is disposed so as not to be rotatable relative to the outer peripheral shaft of the main shaft MS and is not movable in the axial direction, and to the fixed pulley half 26a1 which is not rotatable relative to the outer peripheral shaft of the main shaft MS. The movable pulley half 26a2 is relatively movable in the axial direction.

  The driven pulley 26b includes a fixed pulley half 26b1 that is not rotatable relative to the outer peripheral shaft of the counter shaft CS and is not movable in the axial direction, and an axial direction relative to the fixed pulley half 26b1 that is not rotatable relative to the counter shaft CS. The movable pulley half 26b2 is relatively movable.

  The CVT 26 is connected to the engine 10 via a forward / reverse switching mechanism 28. The forward / reverse switching mechanism 28 includes a forward clutch (friction engagement element) 28a that enables the vehicle 14 to travel in the forward direction, and a reverse brake clutch (friction engagement element) 28b that allows the vehicle 14 to travel in the reverse direction. , And a planetary gear mechanism 28c disposed therebetween. CVT 26 is connected to engine 10 via forward clutch 28a.

  More specifically, the forward clutch 28a and the reverse brake clutch 28b mainly function as the torque fuse clutch (friction engagement element).

  In the planetary gear mechanism 28c, the sun gear 28c1 is fixed to the main shaft MS, and the ring gear 28c2 is fixed to the fixed pulley half 26a1 of the drive pulley 26a via the forward clutch 28a.

  A pinion 28c3 is disposed between the sun gear 28c1 and the ring gear 28c2. Pinion 28c3 is connected to sun gear 28c1 by carrier 28c4. When the reverse brake clutch 28b is operated, the carrier 28c4 is fixed (locked) thereby.

  The rotation of the countershaft CS is transmitted from the secondary shaft (intermediate shaft) SS to the drive wheels 12 via a gear. That is, the rotation of the countershaft CS is transmitted to the secondary shaft SS via the gears 30a and 30b, and the rotation is transmitted from the differential 32 to the left and right drive wheels (only the right side) via the drive shaft (drive shaft) 34 via the gear 30c. (Shown)

  A disc brake 36 is disposed in the vicinity of four wheels including a driving wheel (front wheel) 12 and a driven wheel (rear wheel, not shown), and a brake pedal 40 is disposed on the vehicle driver's seat floor. .

  In the forward / reverse switching mechanism 28, the forward clutch 28a and the reverse brake clutch 28b are switched by the driver operating a range selector 44 provided in the vehicle driver's seat to select one of the ranges such as P, R, N, and D. It is done by selecting. The range selection by the driver's operation of the range selector 44 is transmitted to a manual valve of a hydraulic pressure supply mechanism 46 (described later).

  When, for example, the D, S, or L range is selected via the range selector 44, the spool of the manual valve moves accordingly, and hydraulic oil (hydraulic pressure) is discharged from the piston chamber of the reverse brake clutch 28b, while the forward drive Hydraulic pressure is supplied to the piston chamber of the clutch 28a, and the forward clutch 28a is engaged.

  When the forward clutch 28a is engaged, all the 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, so that the vehicle 14 travels in the forward direction.

  When the R range is selected, hydraulic oil is discharged from the piston chamber of the forward clutch 28a, while hydraulic pressure is supplied to the piston chamber of the reverse brake clutch 28b, and the reverse brake clutch 28b is operated. Accordingly, the carrier 28c4 is fixed, the ring gear 28c2 is driven in the opposite direction to the sun gear 28c1, the drive pulley 26a is driven in the opposite direction (reverse direction) to the main shaft MS, and the vehicle 14 travels in the reverse direction.

  When the P or N range is selected, the hydraulic oil is discharged from both piston chambers, the forward clutch 28a and the reverse brake clutch 28b are both released, the power transmission via the forward / reverse switching mechanism 28 is cut off, and the engine The power transmission between the motor 10 and the drive pulley 26a of the CVT 26 is cut off.

  FIG. 2 is a hydraulic circuit diagram of the hydraulic pressure supply mechanism 46.

  As illustrated, the hydraulic pressure supply mechanism 46 is provided with a hydraulic pump 46a. The hydraulic pump 46a is a gear pump, is driven by the engine (E) 10, pumps up the hydraulic oil stored in the reservoir 46b, and pumps it to the 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.

  Accordingly, a 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. Thus, by adjusting the pulley side pressure, the ratio (transmission ratio) transmitted to the drive wheels 12 can be changed steplessly, and the rotation (rotational driving force) of the engine 10 is changed to an arbitrary value. be able to.

  The output (CR pressure) of the CR valve 46h is also connected to a CR shift valve (CR SFT VLV) 46n through an oil passage 46m, and then travels forward and backward through the manual valve (MAN VLV, indicated by reference numeral 46o). The switching mechanism 28 is connected to a piston chamber (FWD) 28a1 of the forward clutch 28a and a piston chamber (RVS) 28b1 of the reverse brake clutch 28b.

  As described above, the manual valve 46o outputs the output of the CR shift valve 46n according to the position of the range selector 44 operated (selected) by the driver to one of the piston chambers 28a1, 28b1 of the forward clutch 28a and the reverse brake clutch 28b. Connect to.

  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.

  When hydraulic oil is supplied to the piston chamber 24c1 via the LC shift valve 46s, the lock-up clutch 24c is engaged (turned on) when supplied from the back chamber 24c2, and is supplied to the back chamber 24c2. On the other hand, when discharged from the piston chamber 24c1, it is released (off). The slip amount of the lockup clutch 24c is determined by the amount of hydraulic oil supplied to the piston chamber 24c1 and the rear chamber 24c2.

  The output of the CR valve 46h is connected to an LC control valve 46r and an LC shift valve 46s through an oil passage 46t, and a fourth linear solenoid valve (LS-LC) 46u is inserted in the oil passage 46t. The slip amount of the lock-up clutch 24c is adjusted (controlled) by exciting / de-energizing the solenoid of the fourth linear solenoid valve 46u.

  Further, an EOP (Electric Oil Pump) 46w connected to the electric motor 46v is connected via a check valve 46x at a position corresponding to the downstream of the hydraulic pump 46a and upstream of the PH control valve 46c.

  Similarly to the hydraulic pump 46a, the EOP 46w is also composed of a gear pump, is driven by an electric motor 46v, pumps up the hydraulic oil stored in the reservoir 46b, and pumps it to the PH control valve (PH REG VLV) 46c.

  In this specification, the power transmission device (indicated by reference numeral 48) includes a torque converter 24, a CVT 26, and a forward / reverse switching mechanism 28.

  Returning to the description of FIG. 1, a crank angle sensor 50 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 52 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 54, and outputs a signal proportional to the throttle valve opening TH through the rotation amount of the actuator.

  Further, an accelerator opening sensor 56a is provided in the vicinity of the accelerator pedal (indicated by reference numeral 56) to output a signal proportional to the accelerator opening AP corresponding to the driver's accelerator pedal operation amount and the brake pedal 40. Is provided with a brake switch 40a that outputs an ON signal in response to the driver's operation of the brake pedal 40.

  Further, a water temperature sensor (not shown) is provided in the vicinity of the 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.

  The output of the crank angle sensor 50 and the like described above is sent to the engine controller 66. The engine controller 66 includes a microcomputer comprising a CPU, ROM, RAM, I / O, etc., determines the target throttle opening based on the sensor output, controls the operation of the DBW mechanism 16, and determines the fuel injection amount. Then, the injector 20 is driven.

  The main shaft MS is provided with an NT sensor (rotational speed sensor) 70. The rotational speed of the turbine runner 24b, specifically the rotational speed NT of the main shaft MS, more specifically, the transmission input shaft rotational speed (and so on). A pulse signal indicating the input shaft rotation speed of the forward clutch 28a is output.

  An NDR sensor (rotational speed sensor) 72 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 NDR of the drive pulley 26a, in other words, the output shaft rotational speed of the forward clutch 28a. To do.

  An NDN sensor (rotational speed sensor) 74 is provided at an appropriate position in the vicinity of the driven pulley 26b, and the rotational speed NDN of the driven pulley 26b, specifically, the rotational speed of the counter shaft CS, more specifically, the transmission output shaft. A pulse signal indicating the rotational speed is output.

  A V sensor (rotation speed sensor) 76 is provided in the vicinity of the gear 30b of the secondary shaft SS to output a pulse signal (specifically, a pulse signal indicating the vehicle speed V) indicating the rotation speed and rotation direction of the secondary shaft SS. To do. Wheel speed sensors 80 are respectively provided in the vicinity of four wheels including a driving wheel 12 and driven wheels (not shown), and a pulse signal proportional to the wheel speed indicating the rotational speed of the wheel is output.

  Returning to the description of FIG. 1, a range selector switch 44 a is provided in the vicinity of the above-described range selector 44, and outputs a signal corresponding to a range such as R, N, and D selected by the driver.

  As shown in FIG. 2, a hydraulic pressure sensor 82 is disposed in an oil passage leading to the driven pulley 26b of the CVT 26 in the hydraulic pressure supply mechanism 46 in accordance with the hydraulic pressure supplied to the piston chamber 26b21 of the movable pulley half 26b2 of the driven pulley 26b. Output a signal. An oil temperature sensor 84 is disposed in the reservoir 46b and outputs a signal corresponding to the oil temperature (temperature TATF of the hydraulic oil ATF).

  The output of the NT sensor 70 and the like described above is sent to the shift controller 90 including the outputs of other sensors (not shown). The shift controller 90 also includes a microcomputer including a CPU, ROM, RAM, I / O, and the like, and is configured to be communicable with the engine controller 66.

  The shift controller 90 controls the operations of the forward / reverse switching mechanism 28, the CVT 26, and the torque converter 24 by exciting and de-energizing electromagnetic solenoids such as the fourth linear solenoid valve 46u of the hydraulic pressure supply mechanism 46 based on the detected values. At the same time, the electric motor 46v of the hydraulic pressure supply mechanism 46 is energized to control the operation of the EOP 46w.

  FIG. 3 is a flow chart showing the control of the forward clutch 28a of the forward / reverse switching mechanism 28 (more specifically, the control of the supply hydraulic pressure) among the operations of the shift controller 90 described above. The illustrated program is executed every predetermined time, for example, every 10 msec. Hereinafter, the forward clutch 28a is simply referred to as “clutch”.

  In the following, in S10, the throttle valve is turned off from the output of the throttle opening sensor 54, that is, whether or not the throttle valve is fully closed (more precisely, the fully closed equivalent value), in other words, the driver panic brakes. It is determined whether or not the vehicle is in a predetermined operating state that may be operated.

  The panic brake means a so-called sudden brake in which the disc brake 36 may be operated by a driver with a pedaling force exceeding a specified value and the wheels such as the drive wheels 12 may be locked.

  When the result in S10 is negative, the program proceeds to S12 and whether or not the wheels such as the drive wheels 12 are skid (side slip), in other words, whether or not the vehicle is in a predetermined driving state that may be traveling on a low friction road surface. To determine. This determination is based on whether the slip ratio in the vehicle front-rear direction or the left-right direction slip ratio of the four wheels including the driving wheel 12 and the driven wheel is out of a predetermined range from the outputs of the four wheel speed sensors 80. It is done by judging whether or not.

  If the result in S12 is negative, it is determined that there is no possibility that the driver will operate the panic brake or that the vehicle is traveling on the low friction road surface, and the routine proceeds to S14, where the clutch 28a friction for calculating the clutch pressure is determined. As the coefficient μ, a lower limit value of a learning value, which will be described later, in other words, a low variation value, for example, a value (first value) such as 0.08 is set.

  Next, in S16, the clutch pressure (target supply hydraulic pressure to the clutch 28a) is calculated so that the clutch 28a does not slip based on the set clutch pressure calculation friction coefficient μ and the like.

  Accordingly, in a routine not shown, the third linear solenoid valve 46l shown in FIG. 2 is excited and demagnetized, and the supply hydraulic pressure of the piston chamber 28a1 of the clutch 28a is controlled to the calculated clutch pressure.

The clutch pressure is calculated as follows.
Clutch pressure = clutch input torque / (μ x piston area x number of clutch faces x clutch effective diameter)

  In the above, the clutch input torque is output from the engine 10 which is calculated by multiplying the engine torque, that is, a value obtained by performing a map search from a load such as the engine speed NE and the intake pipe absolute pressure PBA by the amplification factor of the torque converter 24. It means the engine torque equivalent value. The piston area, the number of clutch surfaces (the number of plates), and the clutch effective diameter are fixed values determined by the specifications of the clutch 28a.

  On the other hand, when it is affirmed in S10 and it is determined that the driver may operate the panic brake, the process proceeds to S18. The same applies when it is determined in S12 that there is a possibility of traveling on a low friction road surface.

  In S18, the latest learning value (described later), for example, a value (second value) such as 0.20 is set as the friction coefficient μ for calculating the clutch pressure. As a result, the clutch pressure is similarly calculated based on the set clutch pressure calculation friction coefficient μ, and the hydraulic pressure supply is controlled based on the calculated clutch pressure.

  As is clear from the above equation, the clutch pressure is calculated so as to decrease as the friction coefficient μ increases, so it is determined that there is a possibility that the panic brake may be operated or that the vehicle is traveling on a low friction road surface. In this case, the clutch pressure can be controlled to a low value by setting the second value higher than the first value as the friction coefficient μ.

  Next, the process proceeds to S20 to perform a mode selection process. Although this will be described later, in this embodiment, the clutch 28a is easily slipped by controlling the clutch pressure to a low value, so that this can be prevented and the amount of heat generated during clutch slip can be suppressed. Since the friction coefficient μ of the clutch 28a is accurately learned and a value corresponding to the actual value is obtained, the clutch pressure is fed back so that the slip ratio of the clutch 28a becomes the target slip ratio (about 1%) ( F / B) A control mode is provided.

  In addition, a transition mode up to feedback control or a fixed value mode for controlling with a fixed value when excessive temperature rise of the clutch 28a is predicted is provided. In S20, one of the modes is selected as will be described later.

  Next, the routine proceeds to S22 where the value of the friction coefficient μ for calculating the clutch pressure is learned. This learning is performed by calculating a weighted average value of the current value and the previous value. Since this is described in Patent Document 1, description thereof is omitted.

  FIG. 4 is a sub-routine flowchart of the mode selection process, and FIG. 5 is a time chart for explaining the process of FIG.

  In the following description, the amount of heat is determined in S100.

  FIG. 6 is a sub-routine flowchart showing the processing.

  First, in S200, it is determined whether or not the feedback control described above (at the time of execution of the flow chart in FIG. 3) is described above. If the determination is affirmative, the process proceeds to S202. Judge.

When the result in S202 is negative, the process proceeds to S204, and the first calculation of the heat quantity is performed. If there is a cumulative value of heat in the initial calculation, reset (to zero). The amount of heat is calculated as follows.
Amount of heat = clutch input torque x clutch differential rotation x control cycle

  The clutch input torque is a value corresponding to the engine torque described above. The clutch differential rotation is calculated by subtracting the output shaft rotational speed NDR from the input shaft rotational speed NT of the clutch 28a. The control period is the execution period (for example, 10 msec) of the flowchart of FIG.

  On the other hand, when the result is affirmative in S202, the process proceeds to S206, where the calculated heat quantity is accumulated (added), and the process proceeds to S208, where an allowable heat quantity is selected. The allowable heat amount is selected by searching a preset table from the oil temperature (temperature of the hydraulic oil ATF) TATF detected by the oil temperature sensor 84. The reason for selecting from the oil temperature is that the allowable value becomes lower as the oil temperature is higher.

  Next, the process proceeds to S210, where it is determined whether or not the heat amount (heat amount accumulated value) calculated in S206 exceeds the allowable heat amount selected in S208. The process proceeds to S212, the cooling time is set, the process proceeds to S214, and the bit of the heat amount excess flag is set to 1. The cooling time is a fixed value, but may be set variably according to the oil temperature.

  On the other hand, when the result in S200 is negative, the process proceeds to S216, the calculated heat quantity is reset, and the process proceeds to S218, where it is determined whether or not the cooling time has elapsed by subtracting the predetermined unit time. When the result in S218 is negative, the subsequent processing is skipped, and when the result is affirmative, the process proceeds to S220, and the bit of the heat amount excess flag is reset to 0.

  In the processing of the flowchart of FIG. 6, setting the bit of the heat amount excess flag to 1 means that feedback control is prohibited as described later, and resetting to 0 means that feedback control is not prohibited. .

  Returning to the description of the flowchart of FIG. 4, the process then proceeds to S102, where the prohibited area is determined.

  FIG. 7 is a sub-routine flowchart showing the processing.

  First, in S300, it is determined whether or not the differential rotation (estimated differential rotation at the time of grip) is equal to or greater than the allowable rotational speed.

  To explain this, as described above, when the traveling road surface changes from a low friction road surface to a high friction road surface, wheels such as the drive wheels 12 suddenly grip the traveling road surface, and the slip amount of the clutch 28a increases rapidly. There is a risk of temperature rise.

  In this embodiment, therefore, the differential rotation between the input side and the output side of the clutch 28a when the wheel such as the driving wheel 12 is skid on the road surface and grips the road surface is estimated, and the estimated differential rotation When the engine speed is equal to or higher than the allowable rotation speed, the feedback control (slip control) is prohibited and the operation is controlled so that the clutch 28a is engaged. It was configured as follows.

Since the vehicle 14 is a front wheel drive 2WD type, the estimated differential rotation at the time of grip is calculated as follows.
Estimated differential rotation at grip = input shaft speed NT of clutch 28a−estimated NDR at grip

The estimated NDR at the time of grip means an estimated value of the output shaft rotational speed (the rotational speed of the drive pulley 26a) NDR of the clutch 28a when it is assumed that the wheel grips the traveling road surface, and is calculated as follows.
Estimated NDR at grip = rear wheel speed x final ratio x pulley ratio

  Thus, the estimated differential rotation (hereinafter referred to as “differential rotation”) during gripping subtracts the product of the rotational speed of the rear wheel (driven wheel) detected from the vehicle speed sensor 80 and the pulley ratio from the input shaft rotational speed NT of the clutch 28a. Is calculated. This differential rotation is a predictive value that is the difference between the input side and the output side of the clutch 28a when it is assumed that wheels such as the drive wheels 12 have been skid on the road surface and gripped on the road surface.

  FIG. 8 is an explanatory diagram showing characteristics of differential rotation with respect to input torque, and FIG. 9 is an explanatory diagram showing characteristics of allowable input torque with respect to differential rotation.

  As shown in FIG. 8, the allowable rotational speed is a fixed value and is set near the limit value of the differential rotational speed. When the differential rotation is equal to or higher than the allowable rotational speed set in the vicinity of such a limit value, it is determined that the clutch 28a is in an operating region where there is a high risk of excessive temperature rise. Specifically, the bit of the flag for prohibiting feedback control is set to 1.

  As shown in the figure, the permissible rotation has a hysteresis characteristic consisting of two types of high and low values. In the determination of S300, the differential rotation is compared with, for example, the higher value, and after being affirmed, it is negated unless it becomes less than the low value. It will not be done.

  On the other hand, when the result in S300 is negative, the program proceeds to S304, and the characteristics on the Hi (high) side of the allowable input torque map shown in FIGS. 8 and 9 are searched from the calculated differential rotation and the detected oil temperature TATF, respectively. Proceeding to S306, the characteristics on the Lo (low) side of the allowable input torque map shown in FIGS. 8 and 9 are searched from the calculated differential rotation and the detected oil temperature TATF.

  Next, in S308, it is determined whether or not the input torque of the drive pulley 26a is equal to or larger than the retrieved allowable input torque (TQMJMPINHH or TQMJMPINHL).

  The input torque of the drive pulley 26a is obtained by calculating the torque output from the engine 10 by multiplying the aforementioned engine torque by the amplification factor of the torque converter 24 and replacing the calculated value with the input torque of the drive pulley 26a.

  When the result in S308 is affirmative, the process proceeds to S302. When the result is negative, the process proceeds to S310, and the bit of the control prohibition flag is set to 0. In S310, resetting the bit of the control prohibition flag to 0 means that feedback control is not prohibited, in other words, permitted.

  Thus, as shown in FIGS. 8 and 9, the feedback control is prohibited when the input torque of the drive pulley 26a is equal to or higher than the allowable input torque, and is allowed when the input torque is lower than the allowable input torque. Note that the processing in FIG. 7 is not based on actual values, but in a feedforward manner based on a predictive differential rotation that is the difference between the input side and the output side of the clutch 28a when it is assumed that the wheel has been gripped after being skid. Or it is a preventive treatment.

  The hysteresis is provided by using two types of high and low values TQMJMPINHH or TQMJMPINHL as the allowable input torque in order to prevent control hunting. Therefore, for example, the higher value TQMJMPINHH is used for the transition from the permitted area to the prohibited area. The lower value TQMJMPINHL is used for the transition from the prohibited area to the permitted area.

  Returning to the description of the flow chart of FIG. 4, the process then proceeds to S104, where the detected oil temperature TATF is higher than the prohibited oil temperature or the amount of heat is excessive (the heat amount excess flag bit is set to 1 in the flow chart of FIG. 6). ) Or a prohibited area (the bit of the control prohibition flag is set to 1 in the flowchart of FIG. 7). When the result in S104 is affirmative in at least one of the three conditions, the process proceeds to S106, and the fixed value mode (described later) is selected.

  On the other hand, when the result in S104 is negative, the program proceeds to S108, in which it is determined whether or not slip has occurred in the clutch 28a. Regarding the slip of the clutch 28a, the slip ratio is calculated by the ratio of the rotational speeds detected from the NT sensor 70 and the NDR sensor 72, and the slip amount is calculated by the difference between the rotational speeds.

  When the result in S108 is affirmative, the program proceeds to S110, and the F / B (feedback control) mode is selected.

  FIG. 10 is a sub-routine flowchart of the feedback control in S110. FIG. 11 is a time chart showing processing in each mode similar to FIG. 5, and FIG. 12 is a time chart showing feedback control among them.

Explaining the processing of FIG. 10, the transmission torque base clutch pressure PMCLCMDB is calculated in S400. This transmission torque base clutch pressure is calculated as follows.
Transmission torque base clutch pressure PMCLCMDB = Clutch transmission torque / (μ × coefficient)

  In the above equation, the clutch transmission torque is equivalent to the engine torque described above, and the coefficient is a constant based on the piston specifications of the clutch 28a. The base clutch pressure PMCLCMDB is shown at the end of FIG.

  Next, in S402, the clutch pressure F / B amount is calculated. That is, P-term PMCLACFBP and I-term PMCLACFBI for feedback control are calculated using an appropriate PI control law, and the process proceeds to S404, where P-term PMCLACFBP and I-term PMCLACFBI are added to the transmission torque-based clutch pressure PMCLCMDB to obtain a clutch target pressure base. The value PMCLACCB is calculated.

  Next, in S406, it is determined whether or not the slip amount of the clutch 28a is equal to or greater than a specified amount. The slip amount of the clutch 28a is calculated by subtracting the rotational speed detected from the NDR sensor 72 from the rotational speed detected from the NT sensor 70 to obtain a difference.

  The estimated differential rotation between the input side and the output side of the clutch 28a when the wheel is assumed to have been gripped in the processing of the flowchart of FIG. 7 is calculated in advance, but in S406, the wheel grip after the skid is calculated. Therefore, the specified amount is selected and set to a relatively large value sufficient to detect the occurrence of the event.

  If the result in S406 is NO and it is not determined that the wheel grip has occurred after skid, the process proceeds to S408, and the clutch pressure target base value PMCLACCB calculated in S404 is directly calculated as the clutch pressure PMCLACC. Next, in S410, the bit of the torque coordination execution flag is reset to 0.

On the other hand, when the result in S406 is affirmative and it is determined that wheel grip has occurred after skid, the routine proceeds to S412 and the clutch pressure PMCLACC is calculated as shown below.
Clutch pressure PMCLACC = min (PMCLACCB, PMCLACC + # DPMCLACC)

  That is, the smaller one of the clutch pressure when no wheel grip occurs and the sum obtained by adding the minute amount #DPMMCLACC thereto. In other words, when the detected slip amount of the clutch 28a is equal to or greater than the specified amount, an increase in the clutch pressure (engagement force) of the clutch 28a is limited.

  Next, in S414, the I term of the clutch pressure F / B control is recalculated. That is, when the sum obtained by adding the minute amount #DPMMCLACC is selected in S414, the I term is recalculated because it is not the base value itself that is the basis of the calculation of the I term in S402. Next, in S416, the bit of the torque coordination flag is set to 1.

  Returning to the description of the flowchart of FIG. 4, the process proceeds to S112, and the calculated clutch pressure PMCLACC is replaced with the clutch pressure output value PMCLCMD.

  Thus, in a routine not shown, the third linear solenoid valve 46l shown in FIG. 2 is excited and demagnetized, and the hydraulic pressure supplied to the piston chamber 28a1 of the clutch 28a is controlled to be the clutch pressure.

  On the other hand, when the result in S108 is negative, the process proceeds to S114, where it is determined whether or not the μ transition is completed. When the result is negative, the process proceeds to S116, and the μ transition mode is selected. That is, when a skid of a wheel such as the drive wheel 12 is detected (S12 in the flowchart of FIG. 3), the clutch pressure (the hydraulic pressure (engagement force) supplied to the clutch 28a) is decreased as shown in FIG.

  Specifically, in S118, the hydraulic pressure supplied to the clutch 28a is controlled so that the clutch pressure output value PMCLCMD decreases to the transmission torque base clutch pressure PMCLCMDB. Whether or not the processing (referred to as “μ transition”) is completed. to decide.

  When the determination in S114 is affirmative, the process proceeds to S120, and it is determined whether or not the previous feedback control mode has been established. When the determination is positive, the process proceeds to S110, and when the determination is negative, the process proceeds to S122. It is determined whether (shown in FIG. 5) has elapsed.

  That is, in the μ transition mode of S116 (S118), the clutch pressure is rapidly reduced, so that it waits for a predetermined time t1 in order to wait for a response of the hydraulic pressure.

  When the result in S122 is negative, the process proceeds to S116, while when the result is affirmative (slip does not occur), the process proceeds to S124, the pressure reduction mode is gradually selected, and the process proceeds to S126, where the clutch pressure output value PMCLCMD is a predetermined clutch pressure PMCLCMDB. The clutch pressure is gradually decreased as shown in FIG. This is also to wait for a delay in response of the hydraulic pressure.

  FIG. 12 is a flowchart showing a process executed in parallel with the process of the flowchart of FIG. 10 in the feedback control of the flowchart of FIG.

  In the following description, it is determined in S500 whether or not the bit of the torque cooperation execution flag is set to 1. If the determination is affirmative, the process proceeds to S502 to calculate a clutch engagement estimated inertia torque.

  This clutch engagement estimated inertia torque means an estimated inertia torque of the engine 10 and the CVT 26 to be absorbed for the engagement of the clutch 28a, and is calculated as follows.

Clutch engagement estimated inertia torque = engine inertia × (NT-NDR) / engagement time Δt
In the above equation, the engagement time Δt means the time required to engage the clutch 28a, and is appropriately set from the characteristics of the clutch 28a.

  That is, the inertia torque is set in this way because it is determined by the differential rotation between the turbine rotation speed NT and the rotation speed NDR of the drive pulley 26a and the engagement time.

  Next, the process proceeds to S504, where the clutch engagement estimated inertia torque calculated from the engine torque is subtracted to calculate the required torque to be reduced. The process proceeds to S506, and the calculated required torque is output to the engine controller 66.

  The engine controller 66 operates the DBW mechanism 16 in a routine (not shown) to reduce the output torque of the engine 10 by a value corresponding to the input requested torque. When the result in S500 is negative, the program proceeds to S508, and no torque reduction request is made to the engine controller 66.

  FIG. 13 is a sub-routine flowchart of the fixed value mode in S106 of the flowchart of FIG.

  In the following, it is determined in S600 whether or not slip has occurred in the clutch 28a.

  As is clear from FIG. 4, the fixed value mode is a control that is performed feedforward or preventively in an operating state in which the clutch 28a may be excessively heated. The operation of the clutch 28a is controlled so as to be firmly engaged and not cause any slip.

  Accordingly, if no slip of the clutch 28a has occurred in the determination of S600, the determination is negative and the process proceeds to S602, where it is determined whether or not it is the first time (the first loop in the flowchart of FIG. 13).

  When the result in S602 is affirmative, the program proceeds to S604, in which the previous required transmission torque base clutch pressure PMCLCMDBO is subtracted from the clutch pressure output value PMCLCMD (more precisely, the previous value), and the required addition pressure PMMACFADD (shown at the end of FIG. 11). ) Is calculated. On the other hand, if the determination is negative, S604 is skipped.

  Next, in S606, a predetermined map (characteristic) is retrieved from the wheel slip ratio and the CVT 26 ratio (transmission ratio) to calculate the engagement margin pressure PMMACMA. Specifically, the slip ratio of the wheel is calculated by (front wheel speed-rear wheel speed) / front wheel speed.

  The engagement margin pressure means a margin (a margin) for securely engaging the clutch 28a. The pressure required to engage the clutch 28a, in other words, the grip force acting on the wheel is expressed by the product of the friction coefficient of the wheel and the vehicle weight, and this force depends on the slip ratio and ratio of the wheel. The combined margin pressure is calculated by searching a preset map.

  As apparent from FIG. 11, the fixed value mode is a mode in which the clutch 28a is likely to rise in temperature during the feedback control mode, but the clutch pressure decreases (decreases) until the feedback control. In addition, in the feedback control, learning is performed when the slip ratio is 1% in order to obtain an actual friction coefficient in accordance with the deterioration of the clutch 28a and the operating state.

  On the other hand, in the fixed value mode, as shown at the end of FIG. 11, the clutch pressure is increased (increased), and the clutch 28a is completely engaged (directly connected) so that the slip ratio becomes 0%. The In S606, the engagement margin pressure is calculated so that the clutch 28a does not slip at all when the clutch pressure increases.

  Returning to the description of the flowchart of FIG. 13, the process proceeds to S608, where the base clutch pressure PMCLCMDB, the engagement required additional pressure PMACFADD, and the engagement margin pressure PMACFMA are added to calculate the fixed value mode clutch pressure PMACCFIX.

  On the other hand, if even a slight slip of the clutch 28a occurs in the determination of S600, for example, even about 1% in the slip ratio, the determination proceeds to S610, and the clutch pressure output value PMCLCMD (more precisely, the previous value) is determined. While subtracting the previous transmission torque base clutch pressure PMCLCMDBO, the minute value #DPMACFADD is added to calculate the required additional pressure PMACFADD. That is, when slipping of the clutch 28a occurs in the fixed value mode, the required additional pressure for engagement is further increased in units of the minute value #DPMACFADD.

  Next, in S612, the engagement margin pressure PMMACMA is reset to zero. By this processing, the lowest hydraulic pressure at which the clutch 28a is completely engaged can be known.

  Returning to the description of the flow chart of FIG. 4, the process then proceeds to S128, where the calculated fixed value mode clutch pressure PMACCFIX is replaced with the clutch pressure output value PMCLCMD.

  Accordingly, in a routine not shown, the third linear solenoid valve 46l shown in FIG. 2 is excited and demagnetized so that the hydraulic pressure supplied to the piston chamber 28a1 of the clutch 28a becomes the clutch pressure. It is the same as the case of.

  As described above, in this embodiment, the continuously variable transmission (CVT) 26 that transmits the rotational driving force from the drive source (engine) 10 mounted on the vehicle 14 to the wheels (drive wheels 12), and the drive In a power transmission device 48 including a clutch (friction engagement element) 28a disposed in series with the automatic transmission between a power source and the wheel, skid detection means (shift controller 90, S12), slip amount detection means (shift controllers 90, S20, S406) for detecting the slip amount of the friction engagement element, and friction engagement element control means (shift for controlling the engagement operation of the friction engagement element). Controller, S20, S412 and S408), and the friction engagement element control means detects the friction engagement element when skid of the wheel is detected. When the resultant force is decreased (shift controller, S12, S20, S100 to S104, S108 to S128), and then the decreased engagement force is increased, the detected slip amount of the friction engagement element is greater than or equal to a specified amount Since the increase in the engagement force of the friction engagement element is limited (shift controller, S20, S406, 412, 414, 416), the vehicle travels on the low friction road surface through the skid detection of the wheels (drive wheels 12). Even if the road surface changes to a high friction road surface and the wheels suddenly grip the road surface and the slip amount of the clutch (friction engagement element) 28a suddenly increases, the engagement force of the clutch 28a is reduced. By increasing the (supply pressure), the slip of the clutch 28a can be suppressed to some extent, and the slip amount of the clutch 28a is less than the specified amount. It is possible to avoid the occurrence of engagement shock by limiting the increase in the engaging force of the clutch 28a (the rise) when the.

  The friction engagement element control means is an inertia torque estimation means (a shift controller, which estimates the inertia torque of the drive source (engine) 10 to be absorbed for the engagement of the friction engagement element (clutch) 28a. (S20, S502) and driving force reducing means (shift controller, S20, S504, S506) for reducing the rotational driving force of the driving source based on the estimated inertia torque. In addition, the slip of the clutch (friction engagement element) 28a can be more reliably suppressed, and therefore, both the suppression of slip and the suppression of engagement shock can be achieved at the same time.

  The friction engagement element control means includes heat generation amount estimation means (shift controller, S20, S100, S200 to S220) for estimating the heat generation amount of the friction engagement element (clutch) 28a, and the estimated When the heat generation amount exceeds the allowable heat amount, the engagement force of the friction engagement element is increased in the engagement direction (shift controller, S20, S104, S106, S600 to S612). Further, excessive temperature rise of the clutch 28a can be prevented.

  In the above description, the clutch (the forward clutch 28a or the reverse brake clutch 28b) is disclosed as the friction engagement element. However, the present invention is not limited to this, and any clutch may be used as long as it has a similar structure.

  The vehicle 14 is a front wheel drive type (2WD) vehicle, but may be a four wheel drive type (4WD).

  Moreover, although the engine (internal combustion engine) 10 is disclosed as a drive source, an electric motor or a hybrid of an engine and an electric motor may be used.

  Further, although the belt type CVT 26 is disclosed as the CVT, it is not limited thereto, and may be a toroidal type or a chain type.

  DESCRIPTION OF SYMBOLS 10 Engine (internal combustion engine. Drive source), 12 Drive wheel (wheel), 14 Vehicle, 16 DBW mechanism, 24 Torque converter, 26 Automatic transmission (CVT), 28 Forward / reverse switching mechanism, 28a Forward clutch (clutch, friction mechanism) 28b Reverse brake clutch (clutch, friction engagement element), 34 Drive shaft (drive shaft), 46 Hydraulic supply mechanism, 48 Power transmission device, 66 Engine controller, 90 Shift controller

Claims (3)

  A continuously variable transmission that transmits a rotational driving force from a drive source mounted on a vehicle to wheels, and a friction engagement element that is arranged in series with the automatic transmission between the drive source and the wheels. In the power transmission device, a skid detecting means for detecting a skid of the wheel, a slip amount detecting means for detecting a slip amount of the friction engagement element, and a friction engagement element for controlling an engagement operation of the friction engagement element And when the wheel skid is detected, the friction engagement element control means decreases the engagement force of the friction engagement element and then increases the decreased engagement force. When the detected slip amount of the friction engagement element is equal to or greater than a predetermined amount, an increase in the engagement force of the friction engagement element is limited.   The friction engagement element control means includes an inertia torque estimation means for estimating an inertia torque of the drive source to be absorbed for engagement of the friction engagement element, and the drive source based on the estimated inertia torque. The power transmission device control device according to claim 1, further comprising driving force reduction means for reducing the rotational driving force of the power transmission device.   The friction engagement element control means includes a heat generation amount estimation means for estimating a heat generation amount of the friction engagement element, and when the estimated heat generation amount exceeds an allowable heat amount, an engagement force of the friction engagement element is obtained. 3. The control device for a power transmission device according to claim 1, wherein the control device is increased toward the engagement direction.

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