JP2003120802A - Gear change controller for infinite gear ratio continuously variable transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a gear change controller for an infinite gear ratio continuously variable transmission capable of optimizing the switch of IVT mode. SOLUTION: This gear change controller comprises a mode switch control means for switching a power circulation mode and a direct-coupled mode, and has at least two of three control means, that is, a CVT gear change ratio control means controlling a CVT gear change ratio on the basis of a target CVT gear change ratio to allow the IVT gear change ratio to follow the target IVT gear change ratio, a clutch transmission torque control means for controlling the clutch transmission torque on the basis of a temporary target value of transmission torque to allow the IVT gear change ratio to follow the target IVT gear change ratio, and an engine torque control means for controlling the engine torque on the basis of a temporary target value of the engine torque to allow the IVT gear change ratio to follow the target IVT gear change ratio. A control selecting means is mounted for selecting the control means capable of allowing the IVT gear change ratio to follow the target IVT gear change ratio fastest from two control means.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement of a shift control device for a continuously variable transmission having an infinite transmission ratio, which is adopted in a vehicle or the like.

[0002]

2. Description of the Related Art Conventionally, a belt type or toroidal type continuously variable transmission mechanism has been known as a transmission for a vehicle. In order to further expand the transmission range of such continuously variable transmission mechanism,
2. Description of the Related Art An infinitely variable transmission continuously variable transmission is known in which a continuously variable transmission mechanism is combined with a constant transmission mechanism and a planetary gear mechanism so that the transmission ratio can be controlled to infinity.

This is a half toroidal type continuously variable transmission mechanism capable of continuously changing the gear ratio and a constant transmission mechanism (reduction mechanism) on a unit input shaft of an infinitely variable transmission continuously variable transmission connected to an engine. ) Are connected in parallel, and these output shafts are connected by a planetary gear mechanism.The output of the continuously variable transmission is connected to the sun gear of the planetary gear mechanism, and the output shaft of the constant transmission is connected via a power circulation clutch. It is connected to the carrier of the planetary gear mechanism.

The output shaft of the continuously variable transmission connected to the sun gear is selectively coupled to the unit output shaft, which is the output shaft of the continuously variable transmission with infinite gear ratio, through the direct coupling clutch.
The ring gear of the planetary gear mechanism is connected to the unit output shaft.

In such a continuously variable transmission with an infinite transmission ratio,
As shown in FIG. 28, by engaging the power circulation clutch and releasing the direct coupling clutch, the IVT gear ratio (hereinafter referred to as IVT gear ratio i depending on the difference in gear ratio between the continuously variable transmission mechanism and the constant transmission mechanism). The unit input shaft speed / unit output shaft speed is infinity (1) from a negative value to a positive value.
/ I = 0, which is referred to as a geared neutral point GNP), and a power circulation mode in which gear shift control is continuously performed, and a power circulation clutch is released while a direct coupling clutch is engaged to change the gear ratio i _c of the continuously variable transmission mechanism. Accordingly, it is possible to selectively use the two operation modes of the direct connection mode in which the shift control is performed.

[0006] In FIG. 28, the inverse i _i the vertical axis IVT gear ratio i, the horizontal axis as the shift ratio i _c of the continuously variable transmission mechanism, the continuously variable transmission mechanism the speed ratio i _c and forward and backward relationship Was continuously displayed.

Switching between the power circulation mode and the direct connection mode is called mode switching, and is, for example, Japanese Patent Laid-Open No. 2000-074131.
The technique disclosed in Japanese Patent Publication No. JP-A-2003-242242 is a clutch control for selectively engaging a power circulation clutch and a direct coupling clutch, and switching between a power circulation mode and a direct coupling mode based on a target IVT gear ratio, and a CVT gear ratio is a target. Based on the changing direction of the CVT gear ratio, the operation sequence of the gear ratio control for controlling the target CVT gear ratio generated based on the changing direction of the IVT gear ratio to maintain the changing direction of the IVT gear ratio. To decide. For example, when the changing direction of the CVT gear ratio is the speed-increasing side, the clutch control means is operated while the C
When the changing direction of the VT gear ratio is on the deceleration side, the gear ratio control means is operated, and when the deviation between the target IVT gear ratio and the IVT gear ratio exceeds a predetermined value, the control is performed in advance. In addition to the existing clutch control or gear ratio control, the other control is also started, and clutch control and gear ratio control are performed simultaneously.

Further, the mode switching disclosed in Japanese Unexamined Patent Publication No. 2001-200926 is performed with respect to the target IVT gear ratio while simultaneously controlling the IVT operation amount consisting of the CVT gear ratio, the clutch transmission torque, and the engine torque. IVT
Since setting of the CVT gear ratio, the clutch transmission torque, and the target value of the engine torque that the gear ratio follows becomes complicated, two of these manipulated variables, the CVT gear ratio and the engine torque, are commanded by feedforward, The IVT gear ratio is fed back so as to compensate the deviation between the target IVT gear ratio and the IVT gear ratio, and the target value of the operation amount of the clutch transmission torque is set. Based on the same idea, Goal IV
IVT to compensate for the deviation between the T gear ratio and the IVT gear ratio
The gear ratio is fed back to the clutch transmission torque and C
The VT gear ratio is commanded by feedforward to set the target value of the manipulated variable of the engine torque, or the clutch transmission torque and the engine torque are commanded by feedforward, and the target value of the manipulated variable of the CVT gear ratio is set. It is also easy to think of.

[0009]

[Patent Document 1] Japanese Unexamined Patent Application Publication No.
In the technique described in Japanese Patent Publication No. 001-074131, the IVT is used.
When the oil temperature is low, the line pressure is low, the engine cooling water temperature is low, etc., the change speed of the clutch transmission torque, the CVT gear ratio, and the engine torque becomes slow, so that The actual value does not catch up with each set target value, the clutch transmission torque is delayed with respect to the clutch transmission torque target value, or the CVT gear ratio is delayed with respect to the target CVT gear ratio, so that the target IVT gear shift is performed. Since there is a difference between the ratio and the IVT gear ratio, the smooth IVT gear ratio does not change, which may change the output shaft torque and cause a shock.

Further, the engine torque response to the engine torque target value, the clutch transmission torque response to the clutch transmission torque target value, and the CVT gear ratio response to the target CVT gear ratio are used to determine the engine oil temperature and IVT at the time of starting. The engine torque has the fastest response when the oil temperature is low, and the response of the clutch transmission torque or the CVT gear ratio is fast when the IVT oil temperature or the engine water temperature is high. Further, when the line pressure or the CVT output speed is low, the response of the CVT gear ratio becomes slow. For this reason, in JP-A-2001-200926, the operation amount instructed by feedback is used as the clutch transmission torque, but the response of the clutch transmission torque becomes slow at a low oil temperature.
There is a possibility that the compensation of the deviation between the target IVT gear ratio and the IVT gear ratio is delayed, and the IVT gear ratio does not shift smoothly, which causes a fluctuation in the output shaft torque and a shock may occur.
According to the oil temperature, the line pressure and the CVT output shaft speed, the operation amount with the fastest response is selected from the clutch transmission torque, the CVT gear ratio and the engine torque, and the deviation of the IVT gear ratio from the target IVT gear ratio is set to the most. It may be possible to compensate by feedback using a manipulated variable with a quick response, but the response of the IVT gear ratio to each manipulated variable depends on the mechanical specifications of the IVT, the IVT output shaft speed, the CVT gear ratio, and the CV.
Since it changes according to the operating state according to the T gear ratio, the selection of the operation amount that gives the fastest response to the IVT gear ratio in the current operating state becomes complicated, and the target IVT gear ratio and the IVT gear ratio are It is difficult to surely select the operation amount that can compensate the deviation of the earliest.

Therefore, an object of the present invention is to provide an infinitely variable transmission continuously variable transmission that solves the above problems.

[0012]

According to a first aspect of the present invention, a continuously variable transmission mechanism capable of continuously changing a gear ratio and a constant transmission mechanism are connected to a unit input shaft, respectively, and an output shaft of the continuously variable transmission mechanism is provided. Is connected to one element of the planetary gear mechanism via a direct coupling clutch, the output shaft of the constant speed change mechanism is connected to another element of the planetary gear mechanism via a power circulation clutch, and the remaining one of the planetary gear mechanism is connected. An infinite gear ratio continuously variable transmission having elements connected to the unit output shaft is engaged with the power circulation clutch and the direct coupling clutch is released so that the IVT gear ratio, which is the total gear ratio of the infinite gear ratio transmission, is infinite. Power circulation mode that transmits power including large, and direct connection clutch is engaged,
In a shift control device for a continuously variable transmission with an infinite transmission ratio, a mode switching control means for switching between a direct connection mode for transmitting power according to a continuously variable transmission mechanism by releasing a power circulation clutch is used. The transmission torque provisional target value of the power circulation clutch, the transmission torque provisional target value of the direct coupling clutch, and the engine torque provisional target value are set in advance according to the provisional transmission torque provisional target value of the power circulation clutch and the transmission torque of the direct coupling clutch. A target CVT gear ratio that is a target gear ratio of the continuously variable transmission based on a temporary target value, the engine torque temporary target value, and a deviation compensation amount calculated from a deviation between the IVT gear ratio and the target IVT gear ratio. Is calculated, and the CVT gear ratio is controlled so as to become the target CVT gear ratio.
CVT gear ratio control means for making the gear ratio follow the target IVT gear ratio, and a transmission torque provisional target value of either one of the power circulation clutch and the direct coupling clutch according to the operating state of the vehicle,
The engine torque provisional target value and the target CVT gear ratio provisional target value are set in advance, and either one of the transmission torque provisional target value, the engine torque provisional target value, and the target CVT is set.
The transmission torque target value of the other of the power circulation clutch and the direct coupling clutch is calculated based on the temporary gear ratio target value and the deviation compensation amount calculated from the deviation between the IVT gear ratio and the target IVT gear ratio, and the other of the other is calculated. The transmission torque of the clutch is controlled to reach the transmission torque target value, and the IVT gear ratio is set to the target IV.
A clutch transmission torque control means for making the T gear ratio follow;
A transmission torque provisional target value of the power circulation clutch, a transmission torque provisional target value of the direct coupling clutch, and a target CVT gear ratio provisional target value according to the operating state of the vehicle are set in advance, and the transmission torque provisional target value of the power circulation clutch is set. , The transmission torque temporary target value of the direct coupling clutch, the CVT gear ratio temporary target value, and I
The target engine torque is calculated based on the deviation compensation amount calculated from the deviation between the VT gear ratio and the target IVT gear ratio,
The engine torque control means controls the engine torque so that the target engine torque becomes equal to the target engine torque, and the engine torque control means controls the IVT gear ratio to follow the target IVT gear ratio. Based on at least one of the operating state of the large continuously variable transmission, the operating state of the engine, and the operating state of the continuously variable transmission mechanism, the IVT speed ratio target I is the fastest among the two control means.
A control selection unit that selects a control unit that can follow the VT gear ratio, and the mode switching control unit includes:
Shift control is performed based on the control of the selected control means.

According to a second aspect of the present invention, in the first aspect of the present invention, when the shift control device of the continuously variable transmission having the infinitely variable transmission ratio has the CVT shift control means, the transmission ratio is infinite. Based on at least one of the operating state of the large continuously variable transmission and the operating state of the continuously variable transmission mechanism, the C
First, a response speed at which the VT gear ratio follows the target CVT gear ratio is calculated, and a response speed at which the IVT gear ratio follows the target IVT gear ratio is calculated from the CVT gear ratio response speed.
In the case where the speed change control device of the infinite speed ratio continuously variable transmission has the response speed calculation means, and the clutch transmission torque control means, based on the operating state of the infinite speed ratio continuously variable transmission, A second response speed that calculates a speed at which the transmission torque of the one clutch follows the target transmission torque, and calculates a response speed at which the IVT gear ratio follows the target IVT gear ratio from the clutch transmission torque response speed. When the shift control device of the continuously variable transmission having an infinite transmission ratio has the engine torque control means, the engine torque follows the target engine torque based on the operating state of the engine. And a third response speed calculating means for calculating a response speed at which the IVT gear ratio follows the target IVT gear ratio from the engine torque response speed. Of the three response speed calculation means, the outputs of at least two calculation means are compared, and when the output of the first response speed calculation means is the largest, the CVT gear ratio control means is selected and the second speed is calculated. When the output of the response speed calculation means is the largest, the clutch transmission torque control means is selected, and when the output of the third response speed calculation means is the largest, the engine torque control means is selected.

According to a third aspect of the present invention, in the second aspect, the first response speed calculating means includes a response speed of following the CVT gear ratio, the CVT gear ratio, the CVT output shaft speed, and The follow-up response speed of the IVT gear ratio is calculated from the IVT output shaft rotation speed, and the second response speed calculating means calculates the follow-up response speed of the transmission torque of the one clutch and the C
VT gear ratio, the CVT output shaft speed, the IVT
The follow-up response speed of the IVT gear ratio is calculated from the output shaft rotation speed, and the third response speed calculating means calculates the follow-up response speed of the engine torque, the CVT gear ratio, and the CVT output shaft rotation speed. Then, the following response speed of the IVT gear ratio is calculated from the IVT output shaft speed.

In a fourth aspect based on the third aspect, the first response speed calculating means is at least one of an operating state of the infinitely variable transmission continuously variable transmission and an operating state of the continuously variable transmission mechanism. Based on one, the maximum CVT shift acceleration is obtained, and this maximum CVT shift acceleration is set as the tracking response speed of the CVT gear ratio.
The maximum IVT shift acceleration is calculated from the output shaft rotation speed, the CVT output shaft rotation speed, and the CVT gear ratio, and the second response speed calculation means determines the operating state of the infinite gear ratio continuously variable transmission, The maximum change speed of the transfer torque of the other clutch is obtained based on at least one of the target transfer torques of the other clutch, and the maximum change speed of the clutch transfer torque is set as the follow-up response speed of the transfer torque of the clutch. And the maximum change speed of the clutch transmission torque and I
The maximum IVT shift acceleration is calculated from the VT output shaft rotation speed, the CVT output shaft rotation speed, and the CVT gear ratio, and the third response speed calculation means calculates the maximum change speed of the engine torque from the engine operating state. Then, this maximum engine torque change speed is set as the response speed of the engine torque, and the maximum IVT is calculated from the maximum engine torque change speed, the IVT output shaft rotation speed, the CVT output shaft rotation speed, and the CVT gear ratio. Calculate shift acceleration.

In a fifth aspect based on the fourth aspect, the maximum change rate of the engine torque is corrected by the boost pressure of the engine.

In a sixth aspect based on any one of the first to fifth aspects, the mode switching control means sets the clutch transmission torque change speed when the selection control means selects the CVT gear ratio control means. The clutch transmission torque maximum change speed calculated by the second response speed calculation means is controlled to be equal to or lower than the target engine torque change speed is controlled to be equal to or lower than the engine torque maximum change speed calculated by the third response speed calculation means. .

In a seventh aspect based on any one of the first to fifth aspects, the mode switching control means sets the target CVT gear ratio to 2 when the selection control means selects the clutch transmission torque control means. The floor time differential value is controlled to be equal to or lower than the maximum CVT shift acceleration calculated by the first response speed calculation means, and the target engine torque change speed is equal to or lower than the engine torque maximum change speed calculated by the third response speed calculation means. To control.

In an eighth aspect based on any one of the first to fifth aspects, the mode switching control means, when the selection control means selects the engine torque control means,
The clutch transmission torque change speed is controlled to be equal to or less than the clutch transmission torque maximum change speed calculated by the second response speed calculation means, and the second response time differential value of the target CVT gear ratio is calculated by the first response speed calculation means. It is controlled to be equal to or less than the maximum CVT shift acceleration.

[0020]

According to the first aspect of the present invention, the CVT gear ratio is made to follow the target IVT gear ratio by controlling the CVT gear ratio to be the target CVT gear ratio in accordance with the operating state of the vehicle. A control means, a clutch transmission torque control means for making the IVT gear ratio follow the target IVT gear ratio by controlling the transmission torque of a predetermined clutch to reach a transmission torque target value in accordance with the operating state of the vehicle; The engine torque is controlled so as to reach the target engine torque according to the operating state of
At least two control means of the engine torque control means for following the VT gear ratio are provided, and based on at least one of the operating state of the IVT, the operating state of the engine, and the operating state of the CVT, among the two control means. By selecting the control means capable of making the IVT gear ratio follow the target IVT gear ratio fastest, the target is set in the operating state in which the response to each target value is slow, such as when the IVT oil temperature indicating the operating state of the IVT is low. Since the response delay of the IVT gear ratio with respect to the IVT gear ratio is feedback-compensated by using the control means with the fastest response of the IVT gear ratio, the deviation of the IVT gear ratio with respect to the target IVT gear ratio can be suppressed and the gear shift shock can be suppressed. .

In the second to fourth inventions, the control selection means calculates a response speed at which the CVT gear ratio follows the target CVT gear ratio, and the CVT gear shift response speed and the CVT gear ratio are calculated.
First response speed calculating means for calculating a follow-up response speed of the IVT gear ratio from the operating state of the VT and the operating state of the IVT, and a speed at which the transfer torque of the one clutch follows the target transfer torque. Then, second response speed calculation means for calculating a response speed for following the IVT gear ratio based on the transmission torque response speed, the operating state of the CVT, and the operating state of the IVT, and the engine torque is the target engine torque. A third response speed calculating means for calculating the following speed, and calculating the following response speed of the IVT gear ratio from the engine torque response speed, the operating state of the CVT, and the operating state of the IVT. Since the response speed calculating means that calculates the fastest response speed among the response speeds that follow the IVT gear ratio is selected, the IVT shift is performed according to the operating state based on the characteristics of the IVT. It is possible to select the means that can change the speed most quickly, the selection accuracy of the means according to the operating state is improved, and the IVT shift speed can be quickly set to a predetermined shift speed. IVT to ratio
Gear ratio deviation compensation becomes faster.

In the fifth aspect of the invention, the maximum change rate of the engine torque is corrected by the boost pressure of the engine, so that the maximum change rate of the engine torque can be calculated more accurately, and the response speed of the IVT is the highest. You can be sure that you choose the means of speeding up.

In a sixth aspect of the present invention, the mode switching control means calculates the clutch transmission torque change speed by the second response speed calculation means when the selection control means selects the CVT gear ratio control means. Since the clutch transmission torque is controlled to be equal to or lower than the maximum change speed and the target engine torque change speed is controlled to be equal to or lower than the engine torque maximum change speed calculated by the third response speed calculating means, the engine torque with respect to the target engine torque given by feedforward is controlled. And the delay of the clutch transmission torque with respect to the target clutch transmission torque given by the feedforward are reduced, and when the IVT gear ratio is controlled according to the target IVT gear ratio, the CVT is changed according to the target engine torque and the target clutch transmission torque. Since the accuracy of the target CVT gear ratio calculated by the gear ratio control means is improved Dependence on the compensation of the deviation by the feedback is reduced, IV for the target IVT speed ratio
The shift of the T gear ratio is reduced.

In a seventh aspect of the present invention, the mode switching control means calculates the second response time differential value of the target CVT gear ratio when the selection control means selects the clutch transmission torque control means. The target engine torque change speed is controlled to be equal to or lower than the maximum CVT shift acceleration calculated by the means, and the target engine torque change speed is controlled to be equal to or lower than the engine torque maximum change speed calculated by the third response speed calculation means. Of the engine torque and the delay of the CVT gear ratio with respect to the target CVT gear ratio given by feedforward are reduced, and when the IVT gear ratio is controlled according to the target IVT gear ratio, the target engine torque and the target CVT gear ratio are Therefore, the accuracy of the target clutch transmission torque calculated by the clutch transmission torque control means is improved. Reduces the dependency on the compensation of the deviation by readback, the deviation of the IVT gear ratio to a target IVT gear ratio becomes smaller.

According to an eighth aspect of the present invention, the mode switching control means is configured to calculate the clutch transmission torque change speed by the second response speed calculation means when the selection control means selects the engine torque control means. The maximum C calculated by the first response speed calculating means by controlling the transmission torque to be equal to or less than the maximum change speed and calculating the second-order time differential value of the target CVT gear ratio.
Since the speed is controlled to be equal to or lower than the VT shift acceleration, the delay of the CVT gear ratio with respect to the target CVT gear ratio given by feedforward and the delay of the clutch transmission torque with respect to the target clutch transmission torque given by feedforward are reduced, and the IVT gear ratio is changed according to the target IVT gear ratio. When controlling the ratio, the accuracy of the target engine torque calculated by the engine torque control means is improved according to the target CVT gear ratio and the target clutch transmission torque, so that the dependency on the deviation compensation by feedback is reduced. , IVT against target IVT gear ratio
The shift of the gear ratio is reduced.

[0026]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 shows an example in which an infinite transmission ratio continuously variable transmission (IVT) is constructed using a double cavity type toroidal type continuously variable transmission mechanism 2 made of a half toroidal structure.

In FIG. 1, an infinitely variable transmission continuously variable transmission has a unit input shaft 1 connected to a crankshaft (not shown) of an engine and a toroidal type continuously variable transmission capable of continuously changing the transmission ratio. The mechanism 2 and a constant speed change mechanism 3 (speed reducer) composed of a gear 3a and a gear 3b are connected in parallel, and these output shafts 4 and 3c are arranged on the unit output shaft 6 side and a planetary gear mechanism is provided. They are connected by 5.

The continuously variable transmission output shaft 4 is a unit output shaft 6
Is supported coaxially and relatively rotatably with the output sprocket 2a of the continuously variable transmission mechanism 2, the chain 4b and the sprocket 4a, and one end of the continuously variable transmission mechanism output shaft 4 is connected to the planetary gear mechanism 5. It is connected to the sun gear 5a and the other end is connected to the direct coupling clutch 10.

The output shaft 3c of the constant speed change mechanism 3 coupled to the gear 3b is also supported coaxially with the unit output shaft 6 so as to be rotatable relative thereto, and has a power circulation (hereinafter referred to as dynamic circulation) clutch 9 (first clutch). Is connected to a carrier 5b of the planetary gear mechanism 5 via a ring gear 5c of the planetary gear mechanism 5,
It is connected to a unit output shaft 6 which is an output shaft of an infinitely variable transmission.

A transmission output gear 7 is provided on the right side of the unit output shaft 6 in the figure, and the transmission output gear 7 meshes with the final gear 12 of the differential gear 8 and is coupled to the differential gear 8. Drive shaft 1
1 is the IVT speed ratio (unit input shaft speed / unit output shaft speed = total speed ratio, hereinafter referred to as i) according to the speed ratio ic of the continuously variable transmission mechanism 2 and the operation mode, and the driving force is transmitted. To be done.

The continuously variable transmission (CVT) 2 is shown in FIGS.
As shown in FIG. 2, the two sets of the input disk 21 and the output disk 22 are configured as a double-cavity toroidal type that sandwiches and presses the power rollers 20, 20, and the power roller 20 is provided with a trunnion 23 via a pivot shaft 24. It is rotatably supported by.

The rotation angle of the trunnion 23 is
As will be described later, the CV of the continuously variable transmission mechanism 2 is changed by changing the tilt angle of the power roller 20 (hereinafter referred to as the tilt angle) by changing the step motor 52 according to the number of steps.
The T gear ratio ic and the IVT gear ratio i can be continuously changed.

The relationship between the gear ratio i _c of the continuously variable transmission mechanism 2 and the reciprocal ii of the IVT gear ratio i is the same as that shown in FIG.

In FIG. 28, the power circulation clutch 9
In the power circulation mode in which the direct connection clutch 10 is released while the direct connection clutch 10 is engaged, the IVT gear ratio i is set to infinity on both the forward drive side and the reverse drive side depending on the difference in the speed change ratio between the continuously variable transmission mechanism 2 and the constant transmission mechanism 3. Medium Geared Neutral Point GNP 1 /
i = 0) and can be changed continuously.

In the direct connection mode in which the power circulation clutch 9 is released while the direct connection clutch 10 is engaged, the shift control can be performed according to the gear ratio i _c of the continuously variable transmission mechanism 2.

The engaging force of the power circulation clutch 9 is determined by the hydraulic pressure supplied from the first solenoid valve 91 to the first hydraulic servo 92, and the engaging force of the direct coupling clutch 10 is applied to the second hydraulic servo 102 to the second solenoid valve 101. Determined by the hydraulic pressure supplied from.

Here, as shown in FIG. 2, each power roller 20 of the toroidal type continuously variable transmission mechanism 2 has its lower end coupled to a hydraulic cylinder 50 so as to be axially displaceable and rotatable about an axis. 23 (power roller support member)
Each is supported by. A swingable pivot shaft 24 is provided between the power roller 20 and the trunnion 23.
Is installed.

The hydraulic cylinder 50 is provided with upper and lower oil chambers 50a and 50b defined by a piston 51, and the hydraulic cylinders 5 of the trunnions 23 and 23 arranged to face each other.
Nos. 0 and 50 are set so that the arrangements of the oil chambers 50a and 50b are mutually reversed, and the trunnions 23 and 23 are driven in mutually opposite directions. The trunnions 23, 23 are connected to each other via a swingable link at the upper and lower sides of the pivot shaft 24, and the trunnions 23, 23 are displaced in opposite directions.

Therefore, in FIG. 2, when the oil pressure in the oil chamber 50b is increased and the oil pressure in the oil chamber 50a is reduced at the same time,
While the trunnion 23 on the left side in the figure rises, the trunnion 23 on the right side in the figure descends and the power rollers 20, 20 move to L
The gear shift is performed by tilting (displacement around the axis of the trunnion 23) to the o side (gear ratio ic = large side).

In one of the plurality of trunnions 23, the amount of axial displacement of the trunnion 23 and the tilt angle of the power roller 20 (rotation angle of the trunnion 23 ≈ actual speed ratio).
A precess cam 55 is provided for feeding back to the shift control valve 56.

The precess cam 55 is provided with a cam surface or a cam groove having a predetermined inclination in the circumferential direction, and the feedback link 5 which is swingable in the cam surface or the cam groove.
One end of 4 (L link) is in sliding contact.

The feedback link 54 is, for example, L
It is formed in a letter shape and is swingably supported, and has one end in sliding contact with the cam surface or the cam groove, while the other end has a shift link 53.
It engages with one end of the (I link) and transmits the axial displacement amount and rotation amount of the trunnion 23, that is, the tilt angle of the power roller 20 to one end of the speed change link 53.

The speed change link 53 is connected to the spool 56S of the shift control valve 56 at the substantially central portion thereof, while being connected to the feedback link 54.
The other end of 3 is connected to the step motor 52, and the speed change link 53 drives the step motor 52 to displace the spool 56S of the shift control valve 56 (speed change control valve) in the axial direction and to rotate the trunnion 23 and rotate the shaft. The spool 56S is axially displaced according to the directional displacement.

The shift control valve 56 has a supply port 56L to which the line pressure PL is supplied and a port 56Lo communicating with the oil chamber 50b of the hydraulic cylinder 50.
w, a port 56Hi communicating with the oil chamber 50a of the hydraulic cylinder 50, and a pair of drain ports 56D and 56D sandwiching the supply port 56L.

The spool 56S driven by the speed change link 53 connects the supply port 56L to the ports 56Hi, 56.
The oil chamber is connected to one of the oil chambers 50a and 50b via Low, and the other oil chamber is connected to the drain port 56D.

In this way, the spool 56 is moved according to the displacement (driving amount) of the step motor 52 and the displacement of the recess cam 55.
The position of S is determined, the oil chambers 50a and 50b of the hydraulic cylinder 50 to which the line pressure PL is supplied are changed, and the hydraulic pressure is controlled so that the tilt angle is commanded by the step motor 52.

FIG. 3 is a diagram showing a schematic structure of an engine to which the present embodiment is applied. The internal combustion engine body is composed of a cylinder block 70, a cylinder head 65, a piston 68, a connecting rod 69, etc. Spark plug 7
4 is installed.

An intake port 71 and an exhaust port 72 are formed in the cylinder head 65. Upstream of the intake port 71, the intake manifold 63 and the intake pipe 6 are arranged from the upstream side.
4 is arranged, an air flow rate sensor (for example, a hot wire type flow rate sensor) 61 for detecting the amount of air flowing into the intake pipe 64 further upstream of the intake manifold 63, and a throttle valve (for example, an electronically controlled type). A throttle valve) 62 is installed. The throttle valve 62 is controlled according to a drive signal from a mode switching control device 80 described later.

A pressure sensor 76 is installed in the intake manifold 63 to detect the pressure in the intake manifold (boost pressure P _b ). The intake pipe 64 is provided with an injector 73, and is controlled to inject a predetermined amount of fuel based on a command signal from the engine control device. The intake port 71 and the exhaust port 72 are opened and closed by intake and exhaust valves in synchronization with the rotation of a crank shaft (not shown) connected to the connecting rod 69.

The ignition plug 74 is controlled by the engine control device and ignites the fuel in the combustion chamber 67 at a predetermined timing.

An exhaust pipe 66 is connected downstream of the exhaust port 72, and an oxygen sensor 75 for detecting the presence or absence of oxygen in the exhaust gas is installed in the exhaust pipe 66.

The engine control unit and the crankshaft are not special ones and are assumed to be used in a normal engine.

In this way, the engine generates torque according to the opening degree of the throttle valve 62 and the engine rotation speed.

Next, FIG. 4 is a schematic configuration diagram of a control system including the mode switching control device 80.

In the mode switching control device 80 mainly composed of a microcomputer, the input torque T _e from the torque sensor 88 attached to the unit input shaft 1 and the IVT unit input shaft rotation speed ω from the rotation speed detection sensor 81.
_e , a rotation speed sensor 82 attached to the sun gear 5a,
The rotation speeds ω _s and ω _r from the rotation speed sensor 83 attached to the ring gear 5c, the carrier rotation speed ω _c from the rotation speed sensor 84 attached to the carrier 5b, and the torque sensor 86 attached to the power circulation clutch 9. Torque transmitted from the vehicle, torque sensor 87 attached to the direct coupling clutch 10
The transmission torque from the accelerator and the accelerator depression amount APS from the accelerator depression amount sensor 85 are input. From these inputs, the mode switching control device 80 calculates the operation amounts of the throttle valve 62, each solenoid valve, and the step motor, and the throttle valve 62 , The first solenoid valve 91, the second solenoid valve 92, and the step motor 52 to output control signals.

FIG. 5 is a block diagram of the mode switching control device 80.

The mode switching control device 80 includes an operating state detection means 100, an engine torque temporary target value generation means 101, a target IVT speed ratio generation means 102, an IVT speed change direction determination means 103, and a CVT speed ratio temporary target value generation means 104. The clutch transmission torque provisional target value generation means 105, the deviation compensation amount calculation means 106, the clutch transmission torque control means 107, the engine torque control means 108, the CVT gear ratio control means 109, and the control selection means 200, and the engine torque control device 110. , CVT gear ratio control device 111, circulating clutch control device 112 and direct coupling clutch control device. Each means will be described below.

The operating state detecting means 100 reads the values detected by the sensors shown in FIGS. 3 and 4, and reads the IVT gear ratio i, the CVT gear ratio i _c , the traveling load T _RL , the CVT output shaft speed ω _co , IVT output shaft rotation speed ω _io , IVT unit input shaft rotation speed (= engine rotation speed) ω _e , carrier rotation speed ω _c , actual engine torque T _e , direct coupling clutch transmission torque T
_HC , accelerator depression amount APS, engine water temperature t _eo , IV
The control signals for the T oil temperature t _io , the IVT line pressure P ₁ and the boost pressure P _b are output to each means.

Here, the IVT oil temperature t _io and the IVT line pressure P _l are the operating conditions of the infinitely variable transmission (IVT), and the engine speed and the engine water temperature t _eo are the operating conditions of the engine. CVT output shaft speed ω _co and CVT gear ratio i
_c is for detecting the operating state of the continuously variable transmission (CVT).

The engine water temperature t _eo is the engine water temperature sensor 8
9, the IVT oil temperature t _io is detected by the IVT oil temperature sensor 90.
The IVT line pressure P ₁ is detected by the IVT line pressure sensor 91, and the boost pressure P _b is detected by the pressure sensor 76.

As the engine torque T _e, the detected value of the torque sensor 88 provided on the unit input shaft is used, or the steady engine torque T _s which is the output of the engine torque temporary target value generating means 101 described later and the engine torque are used. It is estimated from the steady engine torque T _s using the equation (1) showing the relationship.

[0063]

[Equation 1]

Here, c _e is a constant determined by the delay characteristic of the engine torque with respect to the throttle opening and the engine rotational speed ω _e (here, the same value as the rotational speed of the unit input shaft 1) determined by the output characteristic of the engine. is there.

The CVT output shaft rotational speed ω _co is the sun gear 5a detected by the rotational speed sensor 82 using the relationship between the sun gear rotational speed ω _s and the CVT output shaft rotational speed ω _co shown in the equation (35) described later. It is calculated from the rotation speed ω _s .

[0066]

[Equation 2]

Here, i _g is the gear ratio of the constant transmission 13. The gear ratio of the constant transmission 13 is a reduction ratio defined by the difference in the gear specifications between the sprocket 4a of the continuously variable transmission output shaft 4 and the output sprocket 2a of the continuously variable transmission 2. Indicates.

IVT output shaft speed ω_ioIs the speed sensor
Ring gear speed ω detected at 83 _rAnd

Further, the IVT gear ratio i can be calculated from the IVT output shaft speed ω _io and the engine speed ω _{e by} the equation (3).

[0070]

[Equation 3]

The CVT gear ratio i _c can be calculated from the CVT output shaft rotational speed ω _co and the engine rotational speed ω _{e by} the equation (4).

[0072]

[Equation 4]

Alternatively, the tilt angle φ and the CVT gear ratio ic
By using the equation (5) indicating the relationship with, the tilt angle φ is detected using an angle sensor (not shown) for detecting the tilt angle, and the CVT gear ratio ic can be estimated from the tilt angle φ. Good.

[0074]

[Equation 5]

Here, η and θ are constants determined by the mechanical specifications of CVT.

The power circulation clutch transmission torque T _LC is set to a value detected by the torque sensor 86 attached to the dynamic circulation clutch 9 or the power circulation clutch transmission torque target output from the clutch transmission torque control means 107 described later. It may be an output of a low-pass filter that models the dynamic characteristics of the dynamic clutch 9 with the value T ^* _LC as an input.

The direct coupling clutch transmission torque _THC is set to a value detected by the torque sensor 87 attached to the direct coupling clutch 10 or the clutch transmission torque control means 1 described later.
Direct connection clutch transmission torque target value T ^* _HC which is the output of 07
May be used as the output of a low-pass filter that models the dynamic characteristics of the direct coupling clutch 10.

The running load T _RL is estimated from the vehicle speed VSP by using a running load map (not shown).

Next, the engine torque temporary target value generating means 1
01 will be described. The engine torque provisional target value generation means 101 uses the engine speed (= rotation speed of the unit input shaft) ω _e , the accelerator depression amount APS, and an output v _{Te of} the engine response speed calculation unit 205 described later to determine the temporary engine torque. The target value T ^* _e0 is calculated.

The tentative target value T ^* _e0 of the engine torque is proportional to the accelerator pedal depression amount APS as in the case where a throttle valve directly connected to the accelerator by a wire is used instead of the electronically controlled throttle valve. Then, the engine torque may be set using this amount. At this time, the steady engine torque T _s is estimated from the engine speed ω _e and the accelerator depression amount APS using an engine characteristic map (not shown). This steady engine torque T _s is set as a temporary target value T ^* _e0 of the engine torque. The absolute value of the differential value of the provisional target value T ^* _e0 of the engine torque is calculated by the engine response speed calculating unit 205 to be described later, to be smaller than the response speed v _Te of the engine torque to the throttle valve opening. Here, a specific method of calculating the temporary target value T ^* _e0 of the engine torque will be described. For example, when the calculation is performed in the control cycle T, the current value of the steady engine torque is T _s (n) When the previous value of the target value is T ^* _e0 (n-1), the differential value _dTe of the engine torque provisional target value is calculated by using the difference.

[0081]

[Equation 6]

It is represented by If the absolute value of the differential value d _Te of the engine torque temporary target value is smaller than the engine torque response speed v _Te , the current value T of the temporary target value of the engine torque T
^* _e0 (n)

[0083]

[Equation 7]

It is assumed that If the absolute value of the differential value d _Te of the engine torque provisional target value is larger than the engine torque response speed v _Te , the current value T ^* _e0 of the engine torque provisional target value is obtained.
(N) may be expressed by the following equation.

[0085]

[Equation 8]

Here, sgn represents a sign function,

[0087]

[Equation 9]

It is assumed that

In the target IVT gear ratio generating means 102, I
Calculating the arrival IVT gear ratio i _t and the target IVT speed ratio i ^* and a VT output shaft rotational speed omega _io and the accelerator depression amount APS.

Explaining this calculation method, first, the reaching engine speed ω _te is calculated from the vehicle speed VSP and the accelerator depression amount APS using FIG. Vehicle speed VSP here
Is calculated using equation (10) showing the relationship between the IVT output shaft speed ω _io and the vehicle speed VSP.

[0091]

[Equation 10]

K _{v in the} above equation is a constant determined from the final gear ratio and the tire radius.

Next, to calculate the arrival IVT gear ratio i _t using equation (11) showing the relationship between arrival engine speed omega _te and IVT output shaft rotation speed omega _io.

[0094]

[Equation 11]

Next, from the achieved IVT gear ratio i _t , equation (1
The target IVT gear ratio i ^* is calculated using the low pass filter shown in 2).

[0096]

[Equation 12]

Here, ω _i is the natural frequency of the low-pass filter, ζ is the damping coefficient of the low-pass filter, and is a constant determined in consideration of the feeling of shifting.

The IVT shift direction judging means 103
Based on the gear ratio i reaches IVT gear ratio i _t, it determines the shift direction of the IVT.

[0099] For example, enter the IVT gear ratio i and the arrival IVT gear ratio i _t, it is determined that the downshift when the upshift, not satisfied when satisfying the formula (13).

[0100]

[Equation 13]

Clutch transmission torque temporary target value generating means 10
5, the temporary target value T ^* _{e0 of the} engine torque or the positive or negative of the steady engine torque T _s is determined, and the positive / negative determination result and the IVT shift direction obtained by the IVT shift direction determination means 103 are shown in Table 1. 4 different gear modes are set.

[0102] Here, the negative torque upshift is constant engine torque T _s is a shift mode upshift with a negative mode switching, positive torque upshift steady engine torque T _s is the upshift with positive mode switching The shift mode is a shift mode, the positive torque downshift is a shift mode in which the steady engine torque T _s is positive, and the negative torque downshift is a steady engine torque T s.
The shift mode is a downshift accompanied by a mode switch in which _s is negative.

[0103]

[Table 1]

Further, when the clutch transmission torque control means 107, which will be described later, produces target values for the clutch transmission torque, the CVT gear ratio, and the engine torque, a second control target clutch for setting the target values by feedforward and feedback. The first controlled object clutch for which the target value is set in step 1 is set as shown in Table 2.

[0105]

[Table 2]

The combination of the clutches to be controlled by the first and second controlled objects is determined by the shift mode,
In the case of positive torque shift, the first controlled object is a direct coupling clutch, and the second controlled object is a circulating clutch. In the case of negative torque shift, the first controlled object is a circulating clutch and the second controlled object is a direct coupling clutch. Become.

Next, a torque for increasing the absolute value of the transmission torque on the engaged side of the power circulation clutch and the direct coupling clutch based on the direction of change in the total transmission ratio and the positive / negative of the steady engine torque according to the speed change mode. Table 3 shows the order in which the phase and the inertia phase in which the input / output rotational speeds on the engaged side are changed while suppressing slippage of the power circulation clutch and the direct coupling clutch are equalized. That is, in the case of negative torque upshift or positive torque downshift, the inertia phase is switched to the torque phase, and in the case of positive torque upshift or negative torque downshift, the torque phase is switched to the inertia phase. .

[0108]

[Table 3]

From the CVT gear ratio provisional target value i ^* _c0 and the engine torque provisional target value T ^* _e0 , the torque _TLC0 transmitted by the dynamic circulation clutch 9 in the power circulation mode is obtained using the map shown in FIG. Similarly, from the CVT gear ratio temporary target value i ^* _c0 and the engine torque temporary target value T ^* _e0 , the torque _THC0 transmitted by the direct coupling clutch 10 in the direct coupling mode is obtained from the map shown in FIG. Here, the CVT gear ratio temporary target value i ^*
_The CVT gear ratio i _c may be used instead of _c0 , and the engine torque T _e may be used instead of the engine torque provisional target value T ^* _e0 .

Further, the relationship between the dynamic clutch transmission torque T _LC0 and the dynamic clutch transmission torque provisional target value T ^* _{LC 0} is expressed by equation (1)
4), and the relationship between the direct coupling clutch transmission torque T _HC0 and the direct coupling clutch transmission torque provisional target value T ^* _HC0 is _expressed by equation (15).

[0111]

[Equation 14]

[0112]

[Equation 15]

Here, i _LC and i _HC are coefficients that change with time, for example, as shown in the time charts of FIGS. 12 to 15, based on the order of the phases and the time t _{tf of the} torque phase.

The time t _tf for performing the torque phase is, for example, the response speeds v _LC , v _HC of the clutch transmission torque and the clutch transmission torque target values T _LC0 , _THC0 which are the outputs of the clutch response speed calculation unit 203 described later. It should be set accordingly. As an example, the _larger one of T _LC0 / v _LC and T _HC0 / v _HC is set as the time t _tf of the torque phase. Thus, the differential value of the clutch transmission torque temporary target value T ^* _HC0, T ^* _LC0 is smaller than the response speed v _LC, v _HC clutch transmission torque relative to the clutch transmission torque target value T _HC0, T _LC0, the clutch transmission torque T _HC0 and T _LC0 can follow the clutch transmission torque target value without delay.

FIG. 12 is a timing chart of the negative torque upshift. As shown in Table 3 above, the inertia phase is first performed. The inertia phase starts at time T0 as shown in FIG. 12, at which time the coefficient i
By setting _LC to a value smaller than 1, the IVT gear ratio can be increased. Here, the coefficient i _LC during the inertia phase may be set to 0.8, for example. Next, at time Tc, which is ti hours after time T0, as shown in Table 3, the inertia phase shifts to the torque phase. Here time ti is the time required from the start time T0 of the mode switching to the target IVT speed ratio reaches the reach IVT gear ratio i _t, the target IVT speed ratio generating means 10
It is a coefficient of the low-pass filter used in 2 to determine at omega _i or later to omega _{i i.}

In the torque phase, for example, the coefficient i _LC is decreased from 1 to 0 with a slope −1 / t _tf with respect to time, while the coefficient i _HC is changed from 0 to 1 with a slope 1 / t _tf with respect to time. It is good to increase. The torque phase ends at time T1 after time t _tf from time Tc.

FIG. 13 is a timing diagram for positive torque upshift.
It is a chart and, as shown in Table 3 above,
Perform the Luc Phase. In the torque phase, for example,
Number i _LCFrom 1 to 0 with respect to time -1 / t_tfDecrease in
On the other hand, the coefficient i_HCIs 1 from 0 to 1 with respect to time
/ T_tfIt is good to increase with. Torque phase is time T0
From time t_tfIt ends at the later time Tc. And time Tc
As shown in Table 3, the torque phase to inertia shaft
Shift to AIDS. Where the coefficient i_HCA value greater than 1
By setting to, the IVT gear ratio is increased to the speed increasing side.
It For example, the coefficient i_HCShould be set to 1.2. I
Nasha phase starts from time T0_iTime T1 after time
Ends with.

FIG. 14 is a timing chart of the positive torque downshift, and the inertia phase is first performed as shown in Table 3 above. The inertia phase starts at time T0 as shown in FIG.
By setting _HC to a value smaller than 1, the IVT gear ratio i is directed toward the deceleration side. Here, the coefficient i _HC during the inertia phase may be set to 0.8, for example.
Next, as shown in Table 3, at time Tc, which is a time t _i after the time T0, the inertia phase shifts to the torque phase.

In the torque phase, for example, the coefficient i_LCTo
Gradient from 0 to 1 with respect to time 1 / t _tfOne to increase with
Direction, coefficient i_HCIs a slope from 1 to 0 with respect to time -1 / t_tf
It is better to reduce with. Torque phase starts from time Tc
Interval t_tfIt ends at the later time T1.

FIG. 15 is a timing chart of the negative torque downshift.
It is a chart and, as shown in Table 3 above,
Perform the Luc Phase. In the torque phase, for example,
Number i _LCSlope from 0 to 1 with respect to time 1 / t_tfIncreased by
On the other hand, the coefficient i_HCIs a slope from 1 to 0 with respect to time -1
/ T_tfIt is better to reduce with. Torque phase is time T0
From time t_tfIt ends at the later time Tc. And time Tc
As shown in Table 3, the torque phase to inertia shaft
Shift to AIDS. Where the coefficient i_LCA value greater than 1
To increase the IVT gear ratio i to the speed-increasing side.
Get out. For example, the coefficient i_LCShould be set to 1.2.
The inertia phase starts at time T0 and ends at t_iTime T after time
It ends with 1.

Next, the CVT gear ratio temporary target value generation means 104
Will be described. This is to set a CVT gear ratio temporary target value i ^* _co and a CVT gear speed temporary target value (i ^* _co ) ′ from a target gear ratio i ^* and an output v _{ic of} a CVT response speed calculation unit 201 described later. is there.

Here, it is defined that (i ^* _co ) '= d (i ^* _co ) / dt (i ^* _co )''= (d / dt) (d (i ^* _co ) / dt). Hereinafter, similarly, the symbols () 'and ()''have the same definitions as above.

For example, first, the CVT gear ratio temporary target value reference value i ^* _c00 is set for each gear shift pattern. Two
Second, CVT shift acceleration provisional target value reference value (i ^* _c00 ) ''
Ask for. Third, the CVT shift acceleration provisional target value reference value (i ^* _c00 ) '' and the output v _{ic of the} CVT response speed calculation unit 201.
CVT shift acceleration provisional target value (i ^* _c0 ) ''
The absolute value of is kept below v _ic . Finally, the CVT gearshift acceleration temporary target value (i ^* _c0 ) '' is integrated to obtain a CVT gearshift speed temporary target value (i ^* _c0 ) ', and further integrated to obtain a CVT gear ratio temporary target value i ^* _c0 . .

FIG. 10 shows an example of the shift path for upshifting.
FIG. 11 shows an example of the shift path for downshifting. The shift paths shown in FIGS. 10 and 11 are when the shift is requested from (a) to (b). Here, in the positive torque upshift and the negative torque downshift in which the torque phase is first performed, the speed is not directly changed from (a) to (b), and in the torque phase of the positive torque upshift, the line of the power circulation mode of FIG. In the torque phase of the negative torque downshift, the CVT gear ratio provisional target value i ^* _c0 is set so as to shift on the line of the direct connection mode in FIG. 28. Then, at time Tc when the torque phase ends, (c) is reached, and during the inertia phase after time Tc, (c)
Shifts directly from to (b). Time charts of the target CVT gear ratio are shown in FIGS. 12 to 15.

FIG. 12 is a time chart of the negative torque upshift. First, in the inertia phase starting at time T0, the CVT gear ratio provisional target value reference value i ^* _c00 is set as represented by the equation (16).

[0126]

[Equation 16]

Here, i _a is I at point (a) in FIG.
VT gear ratio, i _ca is the CVT gear ratio at point (a) in FIG. 10, i _b is the IVT gear ratio at point (b) in FIG.
i _cb is the CVT gear ratio at point (b) in FIG.
Then, in the torque phase after time Tr, equation (1
In step 7), the CVT gear ratio provisional target value reference value i ^* _c00 is set.

[0128]

[Equation 17]

Second, C in the inertia phase
VT shift acceleration provisional target value reference value (i ^* _c00) '' To the formula (1
6) is calculated by the equation (18) which is the second-order differentiation of both sides.

[0130]

[Equation 18]

Here, for (i ^* ) '', for example, the value calculated by the equation (12) of the target IVT gear ratio generating means 102 may be used. In addition, the CVT shift acceleration provisional target value reference value (i ^* _c00 ) '' in the torque phase is _calculated from the formula (17) on both sides 2
It is calculated by the differential equation (19).

[0132]

[Formula 19]

FIG. 13 is a time chart of the positive torque upshift. In the torque phase starting at time T0, the CVT gear ratio provisional target value reference value i ^* _c00 is set by the equation (20).

[0134]

[Equation 20]

Here, α, i _d and i _g are constants determined by the gear ratio between the planetary gear and the constant speed reducer. And time Tr
In the subsequent inertia phase, the CVT gear ratio provisional target value reference value i ^* _c00 is set as represented by the equation (21).

[0136]

[Equation 21]

Here, i _c is the IVT gear ratio at point (c) in FIG. 10, and i _cc is the CVT at point (c) in FIG.
It is a gear ratio. Then, C in the inertia phase
VT shift acceleration provisional target value reference value (i ^* _c00 ) '' is given by the formula (2
1) is calculated by the equation (22) that is the second-order differentiation of both sides.

[0138]

[Equation 22]

Further, the CVT shift acceleration provisional target value (i ^* _c00 ) ″ in the torque phase is calculated by the equation (23) obtained by differentiating the equation (20) by the second-order two sides.

[0140]

[Equation 23]

FIG. 14 is a time chart of the positive torque downshift. In the torque phase starting at time T0, the CVT gear ratio provisional target value reference value i ^* _c00 is set by the equation (17). Then, in the inertia phase after the time Tr, the CVT gear ratio temporary target value reference value i ^* _c00 is set as represented by the equation (24).

[0142]

[Equation 24]

[0143] Here, i _^'b are IVT speed ratio of (b) point in FIG. 11, ^i' _cb is CV of (b) point in FIG. 11
T gear ratio, i _^'c is IVT speed ratio of point (c) in FIG. 11, ^i' _cc is the CVT speed ratio of point (c) in FIG. 11. Subsequently, the CVT shift acceleration temporary target value reference value (i ^* _c00 ) ″ in the inertia phase is calculated by the equation (25) obtained by differentiating the equation (24) on both sides.

[0144]

[Equation 25]

Further, the CVT shift acceleration temporary target value reference value (i ^* _c00 ) ″ in the torque phase is calculated by the equation (19).

FIG. 15 is a time chart of the negative torque downshift. In the inertia phase starting at time T0, the CVT gear ratio temporary target value reference value i ^* _c00 is set as represented by the equation (26).

[0147]

[Equation 26]

Here, i _a 'is the IVT gear ratio at point (a) in FIG. 11, and i _ca ' is the CV at point (a) in FIG.
T gear ratio. Then, in the torque phase after time Tr, the target CVT gear ratio i ^* _c is set by the equation (20). Then, the CVT shift acceleration temporary target value reference value (i ^* _c00 ) '' in the inertia phase is _calculated by using the equation (26) on both sides 2
It is calculated by the differential equation (27).

[0149]

[Equation 27]

Further, the CVT shift acceleration temporary target value reference value (i ^* _c00 ) ″ in the torque phase is calculated by the equation (23).

Next, the absolute value of the CVT shift acceleration temporary target value reference value (i ^* _c00 ) '' calculated by the above equation is compared with the output v _{ic of} the CVT response speed calculation unit 201, and, for example, ( i ^*
_If the absolute value of _c00 ) '' is smaller than v _ic , the current value (i ^* _{c o} (n)) of the CVT shift acceleration temporary target value is _calculated by the formula (2
8) and the absolute value of (i ^* _c00 ) '' is larger than v _ic , the current value (i
^* _co (n)) '' is calculated by the equation (29).

[0152]

[Equation 28]

[0153]

[Equation 29]

As a result, the CVT shift acceleration temporary target value (i ^* _c0 ) '' becomes smaller than the maximum speed v _ic of the CVT shift acceleration output from the CVT response speed calculation unit 201, so that the CVT shift speed is not delayed. It is possible to follow the target CVT shift speed, and as a result, the CVT gear ratio i _c is not delayed and the target CVT shift speed
Follow the VT gear ratio i ^* _c .

Finally, the CVT shift acceleration temporary target value (i ^*
'The integrates 1-order time CVT shift speed temporary target value _{^{(i * c0)' c0)}} ' calculates a further, CVT shift speed temporary target value (i ^* _{c 0)',} integrating 1-order time Then, the CVT gear ratio temporary target value i ^* _c0 is calculated.

In the deviation compensation amount calculation means 106, the target IV
By inputting the T gear ratio i ^* and the IVT gear ratio i, the target IV
The deviation compensation amount v ₁ based on the deviation between the T gear ratio i ^* and the IVT gear ratio i is calculated by the equation (30).

[0157]

[Equation 30]

Here, c is a constant indicating the delay when the IVT gear ratio i responds to the target IVT gear ratio i ^* with a first-order lag. When c is increased, the delay becomes smaller.

In the clutch transmission torque control means 107,
Deviation compensation amount v ₁ , CVT shift speed temporary target value (i ^* _c0 ) ′, engine torque temporary target value T ^* _e0, and CVT output shaft rotation speed ω
_co , IVT output shaft speed ω _io , running load T _RL , CVT
The gear ratio i _c and the second control target clutch transmission torque temporary target value are input to calculate the first control target clutch transmission torque target value. Here, the CVT gear ratio i _c may be used instead of the CVT gear ratio temporary target value i ^* _c0 .

The target CVT gear ratio i ^* _cc is the CVT gear ratio temporary target value i ^* _c0 , and the target engine torque T ^* _e is the engine torque temporary target value T ^* _e0 . When the first controlled object clutch is the power circulation clutch 9, the direct coupling clutch transmission torque target value T ^* _HCc is the direct coupling clutch transmission torque provisional target value T ^*.
_HC0 is set, and the power circulation clutch transmission torque target value T ^* _LCc is calculated by the equation (31).

[0161]

[Equation 31]

[0162] Here, it may be used direct clutch transmission torque T _HC instead of the direct clutch transmission torque temporary target value T ^* _HC0.

The first controlled clutch is the direct coupling clutch 10.
In case of, the power circulation clutch transmission torque target value T ^* _LCc
Is the power circulation clutch transmission torque provisional target value T ^* _LC0 , and the direct coupling clutch transmission torque target value T ^* _HCc is calculated by the equation (32).

[0164]

[Equation 32]

Here, the power circulation clutch transmission torque T _LC is used instead of the power circulation clutch transmission torque provisional target value T ^* _LC0.
May be used.

In equations (31) and (32),

[0167]

[Formula 31a]

The subscripts c and i _d and i _g and I ₁ are constants determined by the structure of the IVT.

In the engine torque control means 108, the deviation compensation amount v ₁ and the power circulation clutch transmission torque provisional target value T ^{* are} set ^.
_LC0 , direct clutch transmission torque provisional target value T ^* _HC0 , sun gear speed ω _s , ring gear speed ω _r , running load T _RL and C
The target engine torque T ^* _ee is calculated by inputting the VT shift speed temporary target value (i ^* _c0 ) 'and the CVT gear ratio temporary target value i ^* _c0 . Here, the CVT gear ratio i _c may be used in place of the CVT gear ratio provisional target value i ^* _c0 , and the power circulation clutch transmission torque T _LC0 may be directly connected instead of the power circulation clutch transmission torque provisional target value T ^* _LC0. Clutch transmission torque provisional target value T ^*
_A direct coupling clutch transmission torque _THC0 may be used instead of _HC0 .

The target CVT gear ratio i ^* _ce is the CVT gear ratio provisional target value i ^* _c0 , and the power circulation clutch transmission torque target value T ^* _LCe is the power circulation clutch transmission torque provisional target value T ^* _LC0. The target value T ^* _HCe is the direct clutch transmission torque provisional target value T ^* _HC0 . The target engine torque T ^* _ee is calculated by the equation (33).

[0171]

[Expression 33]

In the CVT gear ratio control means 109, the deviation compensation amount v ₁ , the engine torque temporary target value T ^* _e0 , the power circulation clutch transmission torque temporary target value T ^* _LC0 , the direct coupling clutch transmission torque temporary target value T ^* _HC0, and the sun gear. The rotational speed ω _s , the ring gear rotational speed ω _r , the traveling load T _RL , the engine torque provisional target value (i ^* _co ) ′ and the CVT gear ratio provisional target value i ^* _co are input to input the target CVT shift speed ( i ^* _ci ) 'and calculate the target CV
The target CVT speed ratio i ^* is calculated by integrating the T speed change speed (i ^* _ci ) ' ^.
_{Let's call} it _ci . Here, the CVT gear ratio i _c may be used instead of the CVT gear ratio provisional target value i ^* _c0 , and the power circulation clutch transmission torque T _LC is directly connected instead of the power circulation clutch transmission torque provisional target value T ^* _LC0. it may be used direct clutch transmission torque T _HC instead of the clutch transmission torque temporary target value T ^* _HC0.

The target engine torque T ^* _ei is the engine torque provisional target value T ^* _e0 , and the power circulation clutch transmission torque target value T ^* _LCi is the power circulation clutch transmission torque provisional target value T ^*.
And _LC0, direct clutch transmission torque target value T ^* _HCi is the direct connection clutch transmission torque temporary target value T ^* _{H C0.}

First, the target CVT shift speed (i ^* _ci ) 'is calculated by the equation (34).

[0175]

[Equation 34]

Next, the target CVT shift speed (i ^* _ci ) 'is integrated to calculate the target CVT shift ratio i ^* _ci .

In the control selection means 200, the IVT oil temperature T
_C0 , engine water temperature T _e0 , line pressure P _l , CVT
By inputting the gear ratio i _c , the CVT output shaft rotation speed ω _co, and the IVT output shaft rotation speed ω _io , among the manipulated variables of the engine torque, the CVT gear ratio, and the clutch transmission torque, the IVT gear ratio The clutch transmission torque control means 107 is set so that the operation amount with the fastest response is set by feedback.
, Engine torque control means 108 or CVT gear ratio control means 109, and the output of the selected control means is used as the power circulation clutch transmission torque target value T.
^* _LC , direct coupling clutch transmission torque target value T ^* _HC , target CVT
The gear ratio i ^* _c and the target engine torque T ^* _e are set.

These control signals T ^* _e , i ^* _c , T ^* _LC , T ^*
_HC is the engine torque control device 110 and CVT, respectively.
Gear ratio control device 111, power circulation clutch control device 11
2. Output to the direct coupling clutch control device 113.

The engine torque control device 110 controls the opening degree of the electronically controlled throttle valve 62 according to the target engine torque T ^* _e .

In the CVT gear ratio control device 111, the target C
VT gear ratio i ^* _c or target CVT gear shift speed (i ^* _c ) '
The step motor 52 is controlled accordingly.

In the power circulation clutch control device 112, the current of the first solenoid valve 97 is controlled so that the power circulation clutch 9 generates the torque of the power circulation clutch transmission torque target value T ^* _LC , and the first hydraulic pressure is controlled. The hydraulic pressure of the servo 95 is controlled.

In the direct coupling clutch control device 113, the current of the second solenoid valve 98 is controlled so that the direct coupling clutch 10 generates the torque of the direct coupling clutch transmission torque target value T ^* _HC , and the second hydraulic servo 96 of the second hydraulic servo 96 is controlled. Control hydraulic pressure.

FIG. 6 is a block diagram of the control selection means 200. The control selection unit 200 includes the CVT response speed calculation unit 20.
1 and a first response speed conversion unit 202, a first response speed calculation unit (first response speed calculation unit in claims), a clutch response speed calculation unit 203, and a second response speed conversion unit 20.
Second response speed calculation unit (second response speed calculation means in claims), engine response speed calculation unit 205
And a third response speed conversion unit 206, a third response speed calculation unit (third response speed calculation means in claims), and I
It is composed of a VT response speed comparison unit 207.

In the CVT response speed calculation unit 201, the IVT
Oil temperature T_coAnd line pressure P_lAnd CVT output shaft speed ω_coWhen
CVT gear ratio i_cFrom the maximum value v of CVT shift acceleration
_{I c}Ask for. However, it is clear from the mechanical structure of the IVT
The CVT output shaft speed ω _coAnd engine speed ω_eWhen
CVT gear ratio i_cAnd have the relationship of Expression (35).

[0185]

[Equation 35]

Therefore, the CVT response speed calculation unit 201
From the oil temperature T _co and the line pressure P _l a CVT output shaft rotation speed omega _co and CVT gear ratio i _c of IVT, not limited to obtaining the maximum value v _ics of CVT speed acceleration, C
Instead of combining the VT output shaft speed ω _co and the CVT speed ratio i _c , the engine speed ω _e and the CVT speed ratio i _c or the engine speed ω _e and the CVT output shaft speed ω _co are combined. May be used.

Further, the rotational speed ω _LCi , the CVT gear ratio i _c, and the CVT output shaft rotational speed ω _co on the side of the power circulation clutch 9 connected to the engine have the relationship of the expression (36).

[0188]

[Equation 36]

Therefore, instead of the engine speed ω _e , the speed ω _LCi of the power circulation clutch 9 on the side connected to the engine may be used. Here, i _c and i _g are gear ratios of the constant transmission. Further, the operating state detecting means 10
As described above with reference to 0, the tilt angle φ may be used instead of the CVT gear ratio i _c .

For example, the CVT gear ratio control device 111
In the above, it is assumed that the servo control is performed such that the response of the CVT gear ratio i _{c to} the target CVT gear ratio i ^* _c has the dynamic characteristic shown by the equation (37) with the time constant c _ic .

[0191]

[Equation 37]

Here, ω _ic is the natural frequency corresponding to the response speed, ζ _ic is the damping coefficient, and the larger the natural frequency ω _{ic, the} faster the response.

An example of calculating the natural frequency ω _ic will be described below. Omega _ics that determines the speed of response of the CVT speed ratio to the target CVT speed ratio, with respect to the oil temperature T _io of the line pressure P _l and IVT, as shown in FIG. 16 (a), the higher the line pressure P _l The higher the IVT oil temperature T _{io, the} greater the value.
Therefore, from the line pressure P ₁ and the oil temperature T _{io of the} IVT, as shown in FIG.
The intermediate constant ω _mid is calculated using 6 (a).

The natural frequency ω _ic is shown in FIG. 16 (b) with respect to the CVT output shaft speed ω _co and the CVT gear ratio i _c .
As shown in, the higher the CVT output shaft rotational speed ω _{co, the} larger the value, and the smaller the CVT gear ratio i _c , the closer to the deceleration side. Therefore, the correction coefficient k _ic is calculated from the CVT output shaft speed ω _co and the CVT gear ratio i _c as shown in FIG.

Next, the intermediate constant ω _mid and the correction coefficient k _ic
Therefore , the natural frequency ω _ic is calculated using FIG. At this time, the CVT shift acceleration (i ^* _c ) '' is _calculated by the equation (3
7) and the target CVT in equation (37)
When the target CVT shift speed (i ^* _ci ) 'calculated by the CVT gear ratio control means 109 is positive, the gear ratio i ^* _c is CVT.
The maximum value of the speed ratio i _c, the target CVT shift speed (i ^* _ci) 'is when the negative in the case of the minimum value of the CVT speed ratio i _c CVT speed acceleration _{^{(i * c)'',}} CVT shift The response speed of the ratio is v _ic .

In the first response speed conversion unit 202, from the response speed v _ic of the CVT speed ratio, the CVT speed ratio i _c , the CVT output shaft speed ω _co and the IVT output shaft speed ω _io , the formula (3
Using the relationship shown in 8), the first IVT shift acceleration component a
Calculate ₁

[0197]

[Equation 38]

[0198]

[Formula 39]

However, the first response speed conversion unit 202 uses the C
Response speed v _ic of VT speed ratio i _c and CVT speed ratio i _c and CV
From the T output shaft speed ω _co and the IVT output shaft speed ω _io ,
The first IVT shift acceleration component a ₁ is not limited to the calculation, but instead of the CVT gear ratio i _c , the CVT output shaft rotation speed ω _co and the IVT output shaft rotation speed ω _io , the engine rotation speed ω _e and the CVT Output shaft speed ω _co and CVT gear ratio i _c
One of the carrier rotational speed ω _c of the planetary gear and the ring gear rotational speed ω _r may be used. In the IVT of this embodiment, if the CVT gear ratio i _c , the CVT output shaft rotational speed ω _co, and the IVT output shaft rotational speed ω _io are known, the rotational speeds of all the rotating parts can be known. In this way, the response speed of the clutch is set to the first value according to the state of the rotational speed of all the rotating parts.
Convert to IVT shift acceleration component. From the mechanical specifications of the IVT, the engine speed ω _e , the CVT output shaft speed ω _co, and the CVT gear ratio i _c have the relationship of Expression (35). Further, the CVT output shaft rotational speed ω _co and the sun gear rotational speed ω _{s of the} planetary gear have the relationship of Expression (2). Further, the sun gear rotation speed ω _s of the planetary gears, the ring gear rotation speed ω _r, and the carrier rotation speed ω _c have the following relationship.

[0200]

[Formula 40]

Here, α is the gear ratio between the sun gear and the ring gear of the planetary gears. The rotational speed ω _LCi , the CVT gear ratio i _c, and the CVT output shaft rotational speed ω _co on the side of the power circulation clutch connected to the engine have the relationship shown in Expression (36).
From equations (2), (35), (36), and (40), two of the engine speed ω _e , the CVT output shaft speed ω _co, and the CVT speed ratio i _c, and the carrier speed ω of the planetary gear _{From one of c} and the ring gear rotational speed ω _r , the rotational speeds of all the rotating parts of the IVT can be calculated.

In the clutch response speed calculation unit 203, the IV
When the power circulation clutch 9 is set as the first controlled object clutch based on the oil temperature T _co of T, the line pressure P ₁ and the first controlled object clutch transmitted torque, the power circulation clutch transferred torque change speed v _LC is directly connected. When the clutch 10 is set as the first control target clutch, the direct coupling clutch transmission torque change speed v _HC is calculated. For example, the circulating clutch control device 1
12, the power circulation clutch transmission torque target value T ^*
_{The response} of the power circulation clutch transmission torque T _{LC to LC} t is represented by the time constant c _LC .

[0203]

[Formula 41]

Servo control is performed so as to obtain the dynamic characteristics indicated by. The larger the time constant c _{LC, the} faster the response.

An example of the calculation of the time constant c _LC will be described below. The time constant c _LC that determines the speed of response of the power circulation clutch transmission torque to the target value of the power circulation clutch transmission torque is the line pressure P ₁ and the power circulation clutch transmission. As for the torque T _LC , as shown in FIG. 17A, the higher the line pressure P ₁ is, the larger the torque T _LC is. Therefore, from the line pressure P ₁ and the power circulation clutch transmission torque target value T ^* _LC , using FIG.
The correction coefficient k _vLC is calculated.

As for the oil temperature T _{io of} IVT, FIG.
As shown in 6 (b), the higher the IVT oil temperature T _{io, the} greater the value. Therefore, the time constant c _LC may be calculated from the IVT oil temperature T _io and the correction coefficient k _vLC using FIG.

At this time, the power circulation clutch transmission torque change
Speed (T_LC) 'Can be calculated using equation (41),
In (41), power circulation clutch transmission torque target value
T^* _{L Ct}Is calculated by the clutch transmission torque control means 107.
Power circulation clutch transmission torque target value T^* _LCcIs the above
The power circulation clutch output to the power circulation clutch control device 112.
Latch transmission torque target value T^* _LCWhen is larger than the previous value of
Is the maximum value of the power circulation clutch transmission torque, and T^* _LCcBut
T^* _LCIf it is smaller than the previous value of, the power circulation clutch transmission
Power circulation clutch transmission torque at the minimum torque
Change rate (T _LC) ', Power circulation clutch transmission torque
Response speed v_LCAnd

[0208] Further, in the direct coupling clutch control device 113, the response of the lockup clutch transmission torque T _HC for the lockup clutch transmission torque target value T ^* _HC is the time constant as c _HC, so that the dynamic characteristic shown by the formula (42) Then, servo control is performed. The larger the time constant c _{HC, the} faster the response.

[0209]

[Equation 42]

An example of calculating the time constant c _HC will be described below. The time constant c _HC that determines the speed of response of the direct coupling clutch transmission torque to the direct coupling clutch transmission torque target value is the line pressure P
With respect to the _l and direct clutch transmission torque T _HC, 17
As shown in (c), the higher the line pressure P _l , the greater the
The higher the direct coupling clutch transmission torque _THC , the greater the torque. Therefore, the line pressure P ₁ and the direct coupling clutch transmission torque target value T _{* HC
Therefore} , the correction coefficient k _vHC is calculated using FIG.

Regarding the IVT oil temperature T _io , FIG.
As shown in 6 (d), the higher the IVT oil temperature T _{io, the} greater the value. Therefore, c _HC is calculated from the IVT oil temperature T _io and the correction coefficient k _vHC using FIG. 17 (d).

At this time, the direct coupling clutch transmission torque change speed
Degree (T_HC) ′ Can be calculated using equation (42), and
In 2), the direct coupling clutch transmission torque target value T
^* _HCtIs calculated by the direct coupling clutch control means 113.
Tightening clutch transmission torque target value T^* _HCcIs the direct clutch
Direct coupling clutch transmission torque target output to control device 113
Value T ^* _HCIf it is larger than the previous value of,
The maximum value of Luk, T^* _HCcIs T^* _HCLess than the previous value of
Is the minimum value of the direct coupling clutch transmission torque.
Clutch transmission torque change speed (T_HC) '
Switch torque response speed v_HCAnd

[0213] In the second response speed conversion section 204, the response speed v and the response speed v _HC of _LC or direct clutch 10, CVT gear ratio i _c and CVT output shaft rotation speed omega _{c o} and IVT output shaft of the power circulation clutch 9 The second IVT shift acceleration component a ₂ is calculated from the rotation speed ω _io . However, the second response speed conversion unit 204 determines the second IVT shift acceleration component a based on the response speed v _ic of the CVT gear ratio, the CVT gear ratio i _c , the CVT output shaft rotation speed ω _co, and the IVT output shaft rotation speed ω _io. It is not limited to calculate ₂ but CVT speed ratio i _c and C
Instead of the VT output shaft rotational speed ω _co and the IVT output shaft rotational speed ω _io , two of the engine rotational speed ω _e , the CVT output shaft rotational speed ω _co and the CVT gear ratio i _c, and the planetary gear carrier rotational speed. One of ω _c and the ring gear speed ω _r may be used.

When the power circulation clutch 9 is set as the first controlled object clutch, the second IVT shift acceleration component a ₂ is calculated using the relationship shown in the equation (43).

[0215]

[Equation 43]

[0216]

[Equation 44]

When the direct coupling clutch 10 is set as the first controlled object clutch, the second IVT shift acceleration component a ₂ is calculated using the relationship shown in the equation (45).

[0218]

[Equation 45]

[0219]

[Equation 46]

In the engine response speed calculation unit 205, the engine
Water temperature T of gin_eoAnd engine speed ω _eAnd boost pressure P_bWhen
From the engine torque change speed v_TeAsk for. For example,
In the engine torque control device 110, the engine
Torque target value T^* _TeEngine torque for_TeResponse
Is the time constant c_TeAs

[0221]

[Equation 47]

Servo control is performed so as to obtain the dynamic characteristic indicated by. The larger c _{Te, the} faster the response.

An example of calculating the time constant c _Te will be described below.
The time constant c _Te that determines the speed of response of the engine torque to the target engine torque is shown in FIG. 18 for the engine water temperature T _eo , the engine speed ω _e, and the boost pressure P _b .
As shown in (a), the higher the water temperature T _eo of the engine, the larger the engine temperature ω _e . Therefore,
From the engine water temperature T _eo and the engine speed ω _e , FIG.
8 (a) is used to calculate the reference value CTεo. As for the boost pressure P _b, as shown in FIG. 18 (b), the time constant c _Te is larger the higher the boost pressure P _b.
Therefore, from the boost pressure P _b and the reference value c _Te0 , FIG.
It may be calculated using (b).

At this time, the engine torque change speed (T _e ) 'can be calculated using the equation (47), and the equation (47)
In the engine torque target value T ^* _et, when said engine torque target value T ^* _ee calculated by the engine torque control means 108 is greater than the previous value of the engine torque target value T ^* _e which is output to the engine torque controller 110 Is the maximum value of the engine torque, and when T ^* _ee is smaller than the previous value of T ^* _e , the engine torque change speed (T _e ) ′ when the engine torque is the minimum value is defined as the engine torque response speed v _Te . Good to do.

In the third response speed conversion section 206, from the response speed v _Te of the engine torque, the CVT gear ratio i _c , the CVT output shaft speed ω _co and the IVT output shaft speed ω _io , the equation (4
8), the third IVT shift acceleration component a
Calculate ₃

[0226]

[Equation 48]

[0227]

[Equation 49]

However, the third response speed conversion unit 206 determines the engine torque response speed v _Te , the CVT gear ratio i _c, and the CV.
From the T output shaft speed ω _co and the IVT output shaft speed ω _io ,
The third IVT shift acceleration component a ₃ is not limited to the calculation, but instead of the CVT gear ratio i _c , the CVT output shaft rotation speed ω _co, and the IVT output shaft rotation speed ω _io , the engine rotation speed ω _e , Two of the CVT output shaft rotational speed ω _co and the CVT gear ratio i _c, and one of the planetary gear carrier rotational speed ω _c and the ring gear rotational speed ω _r may be used.

The IVT response speed comparison unit 207 detects the first I
VT shift acceleration component a ₁ and second IVT shift acceleration component a ₂
And the third IVT gear shift acceleration component a ₃ are compared, and as shown in Table 4, the target CVT gear ratio i ^* _c , the power circulation clutch transmission torque target value T ^* _LC, and the direct coupling clutch transmission torque target value T ^* _HC . Set the target engine torque T ^* _e .

IVT shift acceleration (i ^* ) '' is calculated by the equation (5)
It is represented by 0).

[0231]

[Equation 50]

[0232]

[Table 4]

Here, in the equation (50), the first term on the right side is IV due to the CVT shift acceleration ( _ic ) ''.
The first IVT shift acceleration component a ₁ which is the T shift acceleration component. The second term on the right side is the IVT shift acceleration component due to the power circulation clutch transmission torque change speed (T _LC ) ′, and the second IVT shift acceleration component a ₂ when the power circulation clutch 9 is selected as the first controlled object clutch. Show. The third term on the right side is the IVT shift acceleration component due to the direct coupling clutch transmission torque change speed ( _THC ) ', and shows the _second IVT shift acceleration component a ₂ when the direct coupling clutch 10 is selected as the first controlled object clutch. The fourth term on the right side is the IVT shift acceleration component due to the engine torque change speed (T _e ) ′, and indicates the _third IVT shift acceleration component a ₃ . The function g of the fifth term on the right side is a term that does not depend on the CVT shift acceleration, the clutch transmission torque change speed, or the engine torque change speed.

As described above, the first IVT shift acceleration component a
₁ and the second IVT shift acceleration component a ₂ and the third IVT shift acceleration component a ₃ are compared. When the first IVT shift acceleration component a ₁ is the largest, C
The VT gear ratio control means 109 is selected. When the second IVT shift acceleration component a2 is the largest, the clutch transmission torque control means 107 is selected. When the third IVT shift acceleration component a ₃ is the largest, the engine torque control means 108 is selected.

As a result, in the current driving state, the operation amount that maximizes the IVT shift acceleration is set as the operation amount instructed by feedback, so that the target IVT is set.
The difference between the gear ratio and the IVT gear ratio can be compensated most quickly.

Next, the shift control calculated by the mode switching control device 80 will be described with reference to the flow charts shown in FIGS. In the following flowchart, the deviation compensation amount is calculated based on the deviation between the target IVT gear ratio and the IVT gear ratio i. This mode switching control calculation is executed at a predetermined control cycle, for example, every 10 ms.

FIG. 19 is a flowchart of the main routine.

In step S1, the respective values of the sensor shown in FIG. 4 are read, and the CVT output shaft speed ω _co , the IVT output shaft speed ω _io , the engine speed ω _e , the accelerator depression amount APS, the oil temperature of the IVT. T _io , engine water temperature T _eo , line pressure P _l , engine torque T _e , power circulation clutch transmission torque T _LC , and direct coupling clutch transmission torque T _HC are detected.

[0239] In step S2, the vehicle speed VSP and throttle opening TVO, determined the arrival engine speed omega _te using the shift map shown in FIG 7, using the equation (11), and reaches the engine rotational speed omega _te and an IVT output shaft rotation speed omega _io, calculates an arrival IVT gear ratio i _t.

In step S3, the target IVT speed ratio i ^* is calculated by the equation (51) obtained by discretizing the equation (12).

[0241]

[Equation 51]

Here, i ^* (n) is the current value of the target IVT gear ratio, i ^* (n-1) is the previous value of the target IVT gear ratio,
i ^* _t (n-2) is the pre-previous value of the target IVT gear ratio, i
_t (n-2) is the pre-previous value of the achieved IVT gear ratio,
Is the control cycle. Since the control cycle is 10 ms, T
= 0.01. Then, the target IVT shift speed (i ^* ) 'is calculated using the equation (52).

[0243]

[Equation 52]

Further, using the equation (12), the target IVT is
Calculate shift acceleration (i ^* ) ''.

At step S4, the IVT gear ratio i is set to I
It is calculated from the VT output shaft rotational speed ω _io and the engine rotational speed ω _e using the relationship shown in Expression (3).

At step S5, the CVT gear ratio i _c is set to
From the CVT output shaft speed ω _co and the engine speed ω _e ,
The calculation is performed using the relationship shown in Expression (4).

At step S6, the steady engine torque T
s is calculated from the rotational speed ω _e of the unit input shaft and the accelerator depression amount APS using a map of engine characteristics not shown here.

Then, in step S100, a mode switching control subroutine is executed.

FIG. 20 is a flowchart of the mode switching control subroutine.

In step S101, the mode switching control flag F _mc is referred to. If F _mc = 1 then the mode switching is in progress, and the process proceeds to step S200 to execute the clutch control subroutine in step S200 and the mode switching end determination subroutine in step S300. After executing, the process proceeds to step S400. If F _mc = 0, it is not the mode switching but step S
Proceed to 102.

[0251] In step S102, obtains the operation mode in reaching IVT gear ratio i _t. Reaching IVT speed ratio i _t
Is on the speed-increasing side of the iVT gear ratio i _r in the RSP, tmode = 1 indicating the direct connection mode is set and the arrival I
If the VT gear ratio i _t is on the deceleration side of the IVT gear ratio i _r in the RSP, tmode indicating the power circulation mode.
= 0.

In step S103, the mode is determined from the current operation mode mode and the ultimate operation mode tmode.
If ≠ tmode, it is assumed that mode switching is requested,
In step S104, the mode switching control flag _Fmc is set to 1, the mode switching control preparation subroutine of step S200 is executed, and the process proceeds to step S105. mode =
If it is tmode, it is assumed that mode switching is not requested,
It proceeds to step S105.

In step S105, referring to the current operation mode mode, if tmode = 0, the mode is the power circulation mode. Therefore, the process proceeds to step S106.
= 1, it means the direct connection mode, so step S107.
After proceeding to and setting the hydraulic pressure command value of the clutch, the routine proceeds to step S108.

In step S106, the power circulation clutch hydraulic pressure command value P is set in order to establish the power circulation mode.
_LC and the direct coupling clutch hydraulic pressure command value P _HC are set as follows.

P _LC = P _MAX P _HC = 0 Here, P _MAX is the maximum oil pressure of the clutch, and is assumed to be the same as the line pressure P _l , for example.

In step S107, in order to establish the direct coupling mode, the power circulation clutch hydraulic pressure command value P _LC and the direct coupling clutch hydraulic pressure command value P _HC are set as follows.

P _LC = 0 P _HC = P _{MAX In} step S108, if the current power circulation mode is set, the target CVT is calculated from the target IVT gear ratio i ^* using equation (53).
Calculate the T gear ratio i ^* _c .

[0258]

[Equation 53]

If the direct connection mode is currently set, the target IVT
From the gear ratio i ^* , the target CVT gear ratio i ^* _c is calculated using equation (54).

[0260]

[Equation 54]

At step S109, the steady engine torque Ts is set as the target engine torque T ^* _e , and the subroutine is exited.

In step S110, the deviation compensation amount v
Here, ₁ is calculated from the target IVT gear ratio i ^* and the IVT gear ratio i using the equation (30).

In step S111, a temporary target T ^* _e0 of the engine torque is set.

First, the differential value d _Te of the engine torque target value
Is calculated using equation (6). Next, d _Te and v _Te are compared, and when the absolute value of d _Te is smaller than v _Te , the current value T ^* _e0 (n) of the temporary target value of the engine torque is calculated by the equation (8).
If the absolute value of d _Te is larger than v _Te , the current value T ^* _e0 (n) of the target value of the engine torque is calculated using equation (9).

In step S400, the clutch transmission torque temporary target value setting subroutine is executed to set the power circulation clutch transmission torque temporary target value T ^* _LC0 and the direct coupling clutch transmission torque temporary target value T ^* _HC0. The gear ratio temporary target value setting subroutine is executed to execute the CVT gear speed temporary target value (i ^* _c0 ) '.
And the CVT gear ratio temporary target value i ^* _c0 are calculated.

In step S112, the target CVT shift speed (i ^* _ci ) 'is calculated using the equation (34), and then the target CVT shift speed (i ^* _ci )' is integrated to obtain the target CVT shift ratio i. ^* Calculate _{c i} . Then, the power circulation clutch transmission torque temporary target value T ^* _LC0 is _set as the power circulation clutch transmission torque target value T ^* _LCi , the direct coupling clutch transmission torque temporary target value T ^* _HC0 is _set as the direct coupling clutch transmission torque target value T ^* _HCi , and the engine torque is set. _{Let the} temporary target value T ^* _e0 be the engine torque target value T ^* _ei .

In step S113, when the first controlled object clutch is the power circulating clutch 9, the power circulating clutch transmission torque target value T ^* _LCc is calculated using the equation (31), and the direct coupling clutch transmission torque provisional target value T is calculated. ^* _HC0 is _set as the direct coupling clutch transmission torque target value T ^* _HCc . When the first control target clutch is the direct coupling clutch 10, the direct coupling clutch transmission torque target value T ^* _HCc is calculated using the equation (32),
The power circulation clutch transmission torque provisional target value T ^* _LC0 is _set as the power circulation clutch transmission torque target value T ^* _LCc . And CV
The T gear ratio temporary target value i ^* _c0 is set as the target CVT gear ratio i ^* _cc ,
The engine torque provisional target value T ^* _e0 is set as the engine torque target value T ^* _ec .

In step S114, the target engine torque T ^* _ee is calculated using the equation (33). The power circulation clutch transmission torque temporary target value T ^* _LC0 is _set as the power circulation clutch transmission torque target value T ^* _LCe , and the direct coupling clutch transmission torque temporary target value T ^* _HC0 is _set as the direct coupling clutch transmission torque target value T.
^* _HCe , and the CVT gear ratio provisional target value i ^* _c0 is the target CVT gear ratio i ^* _ce .

In step S300, the control means selection subroutine is executed to set the target CVT gear ratio i ^* _c , the target engine torque T ^* _e, and the power circulation clutch transmission torque target value T ^*.
_LC and the direct coupling clutch transmission torque target value T ^* _HC are set.

In step S400, a mode switching end determination subroutine is executed to determine the end of mode switching, and the process exits.

FIG. 21 is a flowchart of the mode switching preparation subroutine.

In step S201, the current operation mode mode is referred to. If mode = 1, the current direct connection mode is set. In step S20, the downshift is set.
If mode = 0, the process is in the power circulation mode, and the process proceeds to step S206 to set upshift.

In step S202, whether the steady engine torque T _s is positive or negative is judged, and if T _s <0, it is determined that the negative torque downshift is performed, and the process proceeds to step S203. If not, the positive torque downshift is performed.
Proceed to.

In step S203, the variable pat indicating the shift pattern is set to 0 indicating the negative torque downshift, and in the negative torque downshift, the torque phase is performed first, so Ft is set to 0.

In step S204, the variable pat indicating the shift pattern is set to 1 indicating the positive torque downshift, and in the positive torque downshift, the inertia phase is performed first, so Ft is set to 1.

In step S205, the target IV at the current time is set.
The T gear ratio i ^* is defined as the IVT gear ratio i _s at the start of the inertia phase, and the inertia phase start is started from the target IVT gear ratio at the current time using the relationship between the IVT gear ratio and the CVT gear ratio in the direct connection mode shown in FIG. The CVT gear ratio i _cs at the time is calculated.

In step S206, it is determined whether the steady engine torque T _s is positive or negative. If T _s <0, it is determined that the negative torque upshift is performed, and the process proceeds to step S207. Otherwise, the positive torque upshift is performed. Therefore, step S209 is performed.
Proceed to.

In step S207, the variable pat indicating the shift pattern is set to 2 indicating the negative torque upshift, and in the negative torque upshift, the inertia phase is performed first, so Ff is set to 1.

In step S208, the target IV at the current time is set.
The T gear ratio i ^* is defined as the IVT gear ratio i _s at the start of the inertia phase, and the inertia phase start is started from the target IVT gear ratio at the current time using the relationship between the IVT gear ratio and the CVT gear ratio in the direct connection mode shown in FIG. The CVT gear ratio i _cs at the time is calculated.

In step S209, the variable pat indicating the shift pattern is set to 3 indicating the positive torque upshift, and in the positive torque upshift, the torque phase is performed first, so Ff is set to 0.

In step S210, the timer count t for managing the torque phase is reset to 0 and the subroutine is exited.

In step S211, the reached IVT gear ratio i _t is set as the IVT gear ratio i _e at the end of the inertia phase, and the reached IVT gear ratio i _t is used to calculate the relationship between the IVT gear ratio and the CVT gear ratio shown in FIG. , The CVT gear ratio _ice at the end of the inertia phase is calculated.

FIG. 22 is a flow chart of the control means selection subroutine.

In step S301, first, the maximum CVT is set.
The shift acceleration v _ic is calculated using the equation (55).

[0285]

[Equation 55]

Here, the CVT shift speed ( _ic ) 'is CV
The T gear ratio i _c is calculated by subtracting the difference. The natural frequency ω _ic in the equation (55) is defined by the line pressure P ₁ and the IVT oil temperature T _io.
From that, it is obtained using FIG. Then, the first response speed a ₁ is calculated using the equation (38).

In step S302, first, the speed of change of the first controlled clutch transmission torque is calculated. In the mode switching preparation subroutine 200, which will be described later, when the shift pattern of the mode switching is determined to be the negative torque downshift or the negative torque upshift, the first controlled object clutch is the power circulation clutch 9, and the equation (56) is used. Then, the power circulation clutch transmission torque change speed v _LC is calculated.

[0288]

[Equation 56]

Here, c _LC is calculated from the IVT oil temperature as shown in FIG.
Set as shown in (a). When it is determined that the shift pattern of the mode switching is the positive torque downshift or the positive torque upshift, the first control target clutch is the direct coupling clutch 10, and the direct coupling clutch transmission torque change speed v _HC is calculated using the equation (57). calculate.

[0290]

[Equation 57]

Here, c _HC is calculated from the IVT oil temperature as shown in FIG.
Set as shown in (b).

Next, when the power circulation clutch 9 is set as the first controlled object clutch, the second response speed a ₂ is calculated using the relationship shown in the equation (43). When the direct coupling clutch 10 is set as the first controlled object clutch, the formula (4
The second response speed a ₂ is calculated using the relationship shown in 5).

In step S303, first, the maximum engine torque change speed v _Te is calculated using equation (58).

[0294]

[Equation 58]

Here, c _Te is calculated from the water temperature of the engine as shown in FIG.
Set as shown in 8. Then, the third response speed a ₃ is calculated using the equation (48).

In step S304, the first response speed a₁
And the second response speed a₂And the third response speed a ₃Compare with
Response speed a₁Is the largest, go to step S306
If not, go to step S305.

In step S305, the second response speed a ₂
Is compared with the third response speed a _3, and if the second response speed a ₂ is the largest, the process proceeds to step S307, and if not, the process proceeds to step S308.

At step S306, i ^* _ci is set to the target CV.
T gear ratio i ^* _c , T ^* _LCi as power circulation clutch transmission torque target value T ^* _LC , T ^* _HCi as direct coupling clutch transmission torque target value T ^* _HC, and T ^* _ei as target engine torque T ^* _e. Set.

[0299] In step S307, i ^* _ce is set to the target CV.
T gear ratio i ^* _c , T ^* _LCc as power circulation clutch transmission torque target value T ^* _LC , T ^* _HCc as direct coupling clutch transmission torque target value T ^* _HC, and T ^* _ec as target engine torque T ^* _e. Set.

In step S308, i ^* _ce is set to the target CV.
T gear ratio i ^* _c , T ^* _LCe as power circulation clutch transmission torque target value T ^* _LC , T ^* _HCe as direct coupling clutch transmission torque target value T ^* _HC, and T ^* _ee as target engine torque T ^* _e. Set.

In step S309, the power circulation clutch hydraulic pressure command value P _LC during mode switching is calculated from the power circulation clutch transmission torque target value T ^* _LC using equation (59).

[0302]

[Equation 59]

Here, k _PLC is a constant determined by the structure and friction coefficient of the power circulation clutch. Further, the direct coupling clutch hydraulic command value P _HC during the mode switching is calculated from the direct coupling clutch transmission torque target value T ^* _HC using the equation (60).

[0304]

[Equation 60]

Here, k _PHC is a constant determined by the structure of the direct coupling clutch and the friction coefficient.

FIG. 23 is a flowchart of the clutch transmission torque temporary target value setting subroutine 400.

At step S401, the CVT gear ratio i _c
From the engine torque T _e and the engine torque T _e , the torque T _LC0 transmitted by the power circulation clutch 9 in the power circulation mode is obtained using the map shown in FIG.

In step S402, the CVT gear ratio i _c
From the engine torque T _e and the engine torque T _e , the torque T _{HC 0} transmitted by the direct coupling clutch 10 in the direct coupling mode is obtained using the map shown in FIG.

[0309] In step S403 ,? T _LC0 / v _LC ?
When? T _HC0 / v _HC? The larger one is set as the torque phase time t _tf .

In step S404, the input / output rotational speed difference d _LC of the power circulation clutch 9 is set to the unit input shaft rotational speed ω _e.
And the carrier rotational speed ω _c are calculated using the equation (61).

[0311]

[Equation 61]

The input / output rotational speed difference d _HC of the direct coupling clutch 10 is calculated from the sun gear rotational speed ω _s and the ring gear rotational speed ω _r by using the equation (62).

[0313]

[Equation 62]

In steps S405 to S407, pa
The shift pattern is determined from t, and if negative torque downshift is executed, the negative torque downshift control subroutine is executed in step S600, and if positive torque downshift is executed, the positive torque downshift control subroutine is executed in step S610, and negative torque upshift is executed. If so, step S620
In step S630, the negative torque upshift control subroutine is executed, and in the case of positive torque upshift, the positive torque upshift control subroutine is executed to set i _LC and i _HC .

[0315] In step S408, the power circulation clutch transmission torque target value T ^* _LC, the T _{L C} and i _LC calculated by Tokara formula (14), the lockup clutch transmission torque target value T ^*
The _HC, calculated at the T _HC and i _HC Tocharian formula (15).

In step S409, the timer counter t for managing the torque phase is incremented and the subroutine is exited.

FIG. 24A is a flowchart of the negative torque downshift control subroutine.

In step S601, the flag F _f is referred to, and if F _f = 0 and the torque phase is reached, step S60 is executed.
2; otherwise, to step S603. In step S602, i _LC and i _HC in the torque phase are set as follows, and the process proceeds to step S604. i _LC = t / t _tf i _HC = 1- (t / t _tf ), where tf is the time required for the torque phase.

In step S603, i _LC and i _HC in the inertia phase are set as follows, and the subroutine is exited. i _LC = 1.2 i _HC = 0 In step S604, the time counters t and t _tf are compared. If t> t _tf , the process proceeds to step S605, otherwise the subroutine is exited.

In step S605, the flag F _f is set to 1 and the inertia phase is entered.

In step S606, the target IV at the current time is
The T gear ratio I ^* is set as the IVT gear ratio i _s at the start of the inertia phase, and the inertia phase start is started from the target IVT gear ratio at the current time using the relationship between the IVT gear ratio and the CVT gear ratio in the direct connection mode shown in FIG. The CVT gear ratio i _cs at the time is calculated.

FIG. 24B is a flowchart of the positive torque downshift control subroutine.

In step S611, the flag F _f is referred to, and if F _f = 0 and the torque phase is reached, step S61 is executed.
2; otherwise, to step S615.

In step S612, i _LC and i _HC in the torque phase are set as follows, and step S613
Proceed to. i _LC = t / t _tf i _HC = 1- (t / t _tf ) In step S613, the time counter t is compared with t _tf, and if t> t _tf and the torque phase is completed, step S6
At 14, i _LC and i _HC are held at i _LC = 1 i _HC = 0, and the subroutine is exited.

In step S615, i _LC and i _HC in the inertia phase are set as follows, and step S6
16, i _LC = 0 i _HC = 0.8 In step S616, it is determined whether the input / output rotation difference d _LC of the power circulation clutch 9 is zero and the inertia phase is completed. If it is zero, F is determined in step S617. _{When f} = 0, the process shifts to the torque phase, the timer counter t is reset to zero in step S618, and the subroutine is exited.

FIG. 25A is a flowchart of the negative torque upshift control subroutine.

In step S621, the flag F _f is referred to, and if F _f = 0 and the torque phase is reached, step S62 is executed.
2, otherwise proceeds to step S625.

In step S622, i _LC and i _HC in the torque phase are set as follows, and in step S623
Proceed to. i _LC = 1- (t / t _tf ) i _HC = t / t _{tf In} step S623, the time counter t is compared with t _tf, and if t> t _tf and the torque phase is completed, step S6
At 24, i _LC and i _HC are held at i _LC = 0 i _HC = 1 and the subroutine is exited.

In step S625, i _LC and i _HC in the inertia phase are set as follows, and step S6
I _LC = 0.8 i _HC = 0 in step S26 In step S626, the input / output rotation difference d of the direct coupling clutch.
Determine if _HC is zero and the inertia phase is over,
If it is zero, F _f = 0 is set in step S627 and the torque phase is entered, and in step S628 the timer counter t is reset to zero and the subroutine is exited.

FIG. 25B is a flowchart of the positive torque upshift control subroutine.

In step S631, the flag F _f is referred to, and if F _f = 0 and the torque phase is reached, step S63 is executed.
2; otherwise, to step S633.

In step S632, i _LC and i _HC in the torque phase are set as follows, and step S634 is set.
Proceed to. i _LC = 1- (t / t _tf ) i _HC = t / t _{tf In} step S633, i _LC and i _HC in the inertia phase are set as follows and the subroutine is exited: i _LC = 0 i _HC in = 1.2 step S634, is compared with the time counter t and t _tf, proceed to the t> t _tf if step S635, the subroutine otherwise.

At step S635, F _f is set to 1 and the inertia phase is entered.

In step S636, the target IV at the current time
The T gear ratio i ^* is defined as the IVT gear ratio i _s at the start of the inertia phase, and the inertia phase is calculated using the relationship between the IVT gear ratio and the CVT gear ratio in the direct connection mode shown in FIG. 28 from the target IVT gear ratio at the current time. The CVT gear ratio i _cs at the start is calculated.

FIG. 26 is a flowchart of the CVT gear ratio target value setting subroutine.

In step S501, the flag F _f is referred to, and if F _f = 1 and the inertia phase is reached, step S5 is executed.
02, if F _f = 0 and the torque phase is reached, the process proceeds to step S503.

In step S503, the flag pat is referred to, and if pat = 0 and negative torque downshift is performed, the process proceeds to step S505, and if not, step S504.
Proceed to.

In step S504, the flag pat is referred to, and if pat = 2 and negative torque upshift is reached, the process proceeds to step S505, and if not, step S506.
Proceed to.

In step S502, the CVT shift acceleration target value reference value (i ^* _c00 ) '' is calculated by the equation (63).

[0340]

[Equation 63]

In step S505, the CV in the direct connection mode is used.
The T shift acceleration target value reference value is calculated by the equation (19). In step S506, the CVT shift acceleration target value reference value in the power circulation mode is calculated by equation (23).

In step S507, the CVT shift speed target value (i ^* _C ) 'is set.

The absolute value of the CVT shift acceleration target value reference value (i ^* _c00 ) '' is compared with v _ic ,
If the absolute value of (i ^* _c00 ) '' is smaller than v _ic , then CVT
The current value (i ^* _c (n)) '' of the target value of the speed change acceleration is

[0344]

[Equation 64]

If the absolute value of (i ^* _c00 ) '' is larger than v _ic , the current value (i
^* _c (n)) ''

[0346]

[Equation 65]

It is assumed that Next, the CVT shift speed target value (i ^* _c ) '' is integrated for the first floor to calculate the CVT shift speed target value (i ^* _c ) '.

In step S508, the CVT shift speed target value (i ^* _c ) 'is integrated for the first floor to calculate the target CVT gear ratio i ^* _c , and the process exits the subroutine.

FIG. 27 is a flowchart of the mode switching end determination subroutine.

In step S701, it is determined whether the shift is an upshift or a downshift by referring to the variable pat representing the shift pattern. If pat is 2 or 3 and it is an upshift, the process proceeds to step S702 to determine the end of the upshift, and if not, the process proceeds to step S705 to determine the end of the downshift.

In step S702, it is determined whether the input / output rotation difference d _HC of the direct coupling clutch 10 is zero, and step S702 is performed.
At 703, it is determined whether the power circulation clutch hydraulic pressure command value is zero, and if both are satisfied, mode is set to 1 in the direct connection mode at step S704 and step S708.
Go to, otherwise exit the subroutine.

In step S705, it is determined whether the input / output rotation difference d _LC of the power circulation clutch is zero, and the step S705
At 706, it is determined whether or not the direct coupling clutch hydraulic pressure command value is zero, and if both are satisfied, at step S707, mo is determined.
De is set to 0 of the power circulation mode and step S708
Go to, otherwise exit the subroutine.

In step S708, the mode switching flag F _{mc is set} to zero to end the mode switching, and the subroutine is exited.

By the above method, in the current operating condition,
Since a shift of the IVT gear ratio with respect to the target IVT gear ratio is compensated by feedback by using the shift means having the fastest response of the IVT gear ratio, the shift can be reduced and the shift shock can be suppressed.

The present invention is not limited to the above embodiments, and it is obvious that various modifications can be made within the scope of the technical idea of the present invention.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram of an infinitely variable transmission continuously variable transmission according to the present invention.

FIG. 2 is a hydraulic system configuration diagram of a continuously variable transmission having an infinite transmission ratio.

FIG. 3 is a schematic configuration diagram of the engine.

FIG. 4 is a control system configuration diagram that also includes a control device.

FIG. 5 is a schematic configuration diagram of a mode switching control device.

FIG. 6 is a block diagram of a control selection unit.

[FIG. 7] Similarly, a shift map.

FIG. 8 is a power circulation clutch transmission torque map in the power circulation mode.

FIG. 9 is a direct coupling clutch transmission torque map in the direct coupling mode.

FIG. 10 is a mode switching shift path of upshift.

FIG. 11 is a mode shift transmission path for downshifting.

FIG. 12 is a time chart of a negative torque upshift.

FIG. 13 is a time chart of a positive torque upshift.

FIG. 14 is a time chart of a negative torque downshift.

FIG. 15 is a time chart of a positive torque downshift.

FIG. 16 is a response speed time constant calculation map of the CVT gear ratio.

FIG. 17 is a response speed time constant calculation map of the clutch transmission torque.

FIG. 18 is a map for similarly calculating a response speed time constant of engine torque.

FIG. 19 is a flowchart of a main routine of control contents similarly executed by the mode switching control device.

FIG. 20 is a flow chart of a mode switching control subroutine.

FIG. 21 is a flowchart of a mode switching preparation subroutine.

FIG. 22 is a flow chart of a control means selection subroutine.

FIG. 23 is a flowchart of a clutch transmission torque target value setting subroutine.

FIG. 24 is a flowchart of a torque downshift control subroutine similarly.

FIG. 25 is a flowchart of a torque upshift control subroutine.

FIG. 26 is a flowchart of a CVT gear ratio target value setting subroutine.

FIG. 27 is a flowchart of a mode switching end determination subroutine of the same.

FIG. 28 is a diagram showing a relationship between an IVT gear ratio i and a CVT gear ratio i _c .

[Explanation of symbols]

9 Power circulation clutch 10 Direct connection clutch 80 Mode switching control device 100 Operating state detection means 110 Engine torque control device 111 CVT Gear Ratio Control Device 112 Power circulation clutch control device 113 Direct clutch control device 200 control selection means 201 CVT response speed calculator 202 First response speed conversion unit 203 Clutch response speed calculator 204 Second response speed conversion unit 205 Engine response speed calculation unit 206 Third Response Speed Converter 207 IVT response speed comparison unit

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) F16H 59:40 F16H 59:40 59:42 59:42 F term (reference) 3J051 AA03 AA08 BA03 BD02 BE09 CA06 CB07 ED11 ED15 ED18 FA01 3J062 AA01 AB06 AB13 AB35 AC03 BA25 CG02 CG13 CG17 CG35 CG38 CG52 CG73 CG82 3J552 MA02 MA09 MA30 NA01 NB04 PA02 PA57 QB02 RB14 SA32 SA44 TA06 VA32W VA34W AZ37VA52Z VA37W52VA48Z52 VA37Z52

Claims (8)

[Claims] 1. A continuously variable transmission mechanism capable of continuously changing a gear ratio and a constant transmission mechanism are respectively connected to a unit input shaft, and an output shaft of the continuously variable transmission mechanism is connected to a planetary gear mechanism via a direct coupling clutch. A gear ratio in which the output shaft of a constant speed change mechanism is connected to another element of the planetary gear mechanism via a power circulation clutch and the remaining one element of the planetary gear mechanism is connected to a unit output shaft. An infinite continuously variable transmission, and a power circulation in which the power circulation clutch is engaged, the direct coupling clutch is released, and the IVT transmission ratio, which is the total transmission ratio of the infinite transmission, includes infinity. Mode,
A shift control device for a continuously variable transmission having an infinite transmission ratio, including mode switching control means for engaging a direct coupling clutch, releasing a power circulation clutch, and switching a direct coupling mode for transmitting power according to a continuously variable transmission mechanism. , A transmission torque provisional target value of the power circulation clutch, a transmission torque provisional target value of the direct coupling clutch, and an engine torque provisional target value according to the operating state of the vehicle are preset, and a transmission torque provisional target value of the power circulation clutch, A transmission torque temporary target value of the direct coupling clutch, the engine torque temporary target value, and I
A target CVT gear ratio, which is a target gear ratio of the continuously variable transmission, is calculated based on a deviation compensation amount calculated from a deviation between the VT gear ratio and the target IVT gear ratio, and the CVT gear ratio is the target CVT gear ratio. CVT gear ratio control means for controlling the IVT gear ratio to follow the target IVT gear ratio, and a transmission torque provisional target value of one of the power circulation clutch and the direct coupling clutch according to the operating state of the vehicle, An engine torque provisional target value and a target CVT gear ratio provisional target value are set in advance, and one of the transmission torque provisional target value, the engine torque provisional target value, the target CVT gear ratio provisional target value, and the IVT. A transmission torque target value of the other one of the power circulation clutch and the direct coupling clutch is calculated based on the deviation compensation amount calculated from the deviation between the gear ratio and the target IVT gear ratio,
Clutch transmission torque control means for controlling the transmission torque of the other clutch to reach a transmission torque target value and causing the IVT gear ratio to follow the target IVT gear ratio; and a transmission torque of the power circulation clutch according to the operating state of the vehicle. The provisional target value, the transmission torque provisional target value of the direct coupling clutch, and the target CVT gear ratio provisional target value are preset, and the transmission torque provisional target value of the power circulation clutch, the transmission torque provisional target value of the direct coupling clutch, and CVT gear ratio provisional target value and I
The target engine torque is calculated based on the deviation compensation amount calculated from the deviation between the VT gear ratio and the target IVT gear ratio,
The engine torque control means controls the engine torque to be equal to the target engine torque, and the engine torque control means causes the IVT gear ratio to follow the target IVT gear ratio. Based on at least one of the operating state of the large continuously variable transmission, the operating state of the engine, and the operating state of the continuously variable transmission mechanism, the fastest IVT gear ratio of the two control means is the target IVT gear ratio. And a control selection unit that selects a control unit that is capable of causing the inversion ratio to be infinite, wherein the mode switching control unit performs the shift control based on the control of the selected control unit. Gear shift control device for a stepped transmission 2. The shift control device of the continuously variable transmission having an infinite transmission ratio is the CV.
In the case of including the T shift control means, the CVT gear ratio is set to the target CVT gear ratio based on at least one of the operating state of the infinitely variable transmission continuously variable transmission and the operating state of the continuously variable transmission mechanism. Calculate the response speed that follows
The transmission control device for an infinitely variable transmission ratio has a first response speed calculating means for calculating a response speed at which the IVT speed ratio follows the target IVT speed ratio from the VT speed ratio response speed. When the clutch transmission torque control means is provided, the speed at which the transmission torque of the one clutch follows the target transmission torque is calculated based on the operating state of the infinitely variable transmission continuously variable transmission. IVT from torque response speed
In the case where the speed change ratio has a second response speed calculating means for calculating a response speed that follows the target IVT speed ratio, and the speed change control device of the continuously variable transmission having an infinite speed ratio has the engine torque control means. Calculates the speed at which the engine torque follows the target engine torque based on the operating state of the engine, and calculates the response speed at which the IVT gear ratio follows the target IVT gear ratio from this engine torque response speed. And a third response speed calculation means for comparing the outputs of at least two calculation means among the first to third response speed calculation means, and the output of the first response speed calculation means is the highest. When it is larger, the CVT gear ratio control means is selected. When the output of the second response speed calculation means is the largest, the clutch transmission torque control means is selected and the output of the third response speed calculation means is selected. There most cases large, the shift control device of the IVT of Claim 1, wherein the selecting the engine torque control means. 3. The first response speed calculation means is the CVT.
Response speed of the gear ratio, the CVT gear ratio, the C
From the VT output shaft speed and the IVT output shaft speed, I
Calculating the follow-up response speed of the VT gear ratio, the second response speed calculating means, the follow-up response speed of the transmission torque of the one clutch, the CVT gear ratio, the CVT output shaft speed, The follow-up response speed of the IVT gear ratio is calculated from the IVT output shaft rotation speed, and the third response speed calculating means calculates the follow-up response speed of the engine torque, the CVT gear ratio, and the CVT output shaft rotation speed. 3. The shift control device for an infinitely variable transmission continuously variable transmission according to claim 2, wherein the following response speed of the IVT gear ratio is calculated from the above and the IVT output shaft speed. 4. The first response speed calculating means obtains the maximum CVT shift acceleration based on at least one of the operating state of the infinitely variable transmission continuously variable transmission and the operating state of the continuously variable transmission mechanism. The maximum CVT shift acceleration is set as a response speed for following the CVT shift ratio, and the maximum CVT shift acceleration, the IVT output shaft rotation speed, the CVT output shaft rotation speed, and the CVT shift ratio are used to calculate the maximum IVT shift acceleration. The second response speed calculating means calculates the transmission torque of the other clutch based on at least one of the operating state of the infinitely variable transmission ratio continuously variable transmission and the target transmission torque of the other clutch. The maximum change speed of the clutch transmission torque is set as the following response speed of the transmission torque of the clutch, and the maximum change speed of the clutch transmission torque and I The maximum IVT shift acceleration is calculated from the VT output shaft rotation speed, the CVT output shaft rotation speed, and the CVT gear ratio, and the third response speed calculation means calculates the maximum change speed of the engine torque from the engine operating state. Then, this maximum engine torque change speed is set as the response speed of the engine torque, and the maximum engine torque change speed, the IVT output shaft speed, the CVT output shaft speed, and C
The gear shift control device for an infinite gear ratio continuously variable transmission according to claim 3, wherein the maximum IVT gear shift acceleration is calculated from the VT gear ratio. 5. The shift control device for an infinitely variable transmission continuously variable transmission according to claim 4, wherein the maximum change speed of the engine torque is corrected by the boost pressure of the engine. 6. The mode switching control means, when the selection control means selects the CVT gear ratio control means, the clutch transmission torque maximum calculated by the second response speed calculation means as the clutch transmission torque change speed. 6. The control according to claim 1, wherein the target engine torque change speed is controlled to be equal to or lower than the change speed, and the target engine torque change speed is controlled to be equal to or lower than the engine torque maximum change speed calculated by the third response speed calculation means. A shift control device for a continuously variable transmission having an infinite transmission ratio. 7. The mode switching control means, when the selection control means selects a clutch transmission torque control means,
The second-order time differential value of the target CVT gear ratio is controlled to be equal to or less than the maximum CVT gear shift acceleration calculated by the first response speed calculation means, and the target engine torque change speed is calculated by the third response speed calculation means. 6. The shift control device for an infinitely variable transmission continuously variable transmission according to any one of claims 1 to 5, wherein the shift control device controls the engine torque to a maximum change speed or less. 8. The mode switching control means, when the selection control means selects the engine torque control means, the clutch transmission torque maximum change calculated by the second response speed calculation means as the clutch transmission torque change speed. 6. The speed is controlled to be equal to or lower than the speed, and the second-order time differential value of the target CVT speed change ratio is controlled to be equal to or lower than the maximum CVT speed change acceleration calculated by the first response speed calculation means. A gear shift control device for a continuously variable transmission having an infinite gear ratio.