JP2003254432A - Control system for drive mechanism including continuously variable transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent an increase in the torque capacity of a continuously variable transmission by minimizing the torque capacity of a clutch, in setting each torque capacity so that the clutch slips earlier than the continuously variable transmission. <P>SOLUTION: A control system controls each torque capacity so that a series- connected clutch slips earlier than a continuously variable transmission, and varies the torque capacity of at least either the clutch or the continuously variable transmission according to a status related to a slip of at least either the clutch or the continuously variable transmission. A slip evaluating means (Step S21, S22) is provided to evaluate the slip if the slip of the clutch is a slip other than a slip by torque input from driving wheels, and a clutch torque varying means (Step S23, S28) is provided to vary the torque capacity of the clutch selectively according to the evaluation result. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a drive mechanism including a clutch and a continuously variable transmission that are connected in series with each other, and particularly controls these clutches and continuously variable transmission so as to prevent slippage. The present invention relates to a control device for doing so.

[0002]

2. Description of the Related Art Conventionally known continuously variable transmissions generate a frictional force between a belt and a pulley and a shearing force of traction oil interposed between a power roller and each disk on the input / output side. It is configured to utilize and transmit torque. Then, the torque capacity that can be transmitted is set to a capacity corresponding to the contact pressure between the belt and the pulley (that is, the clamping pressure of the belt by the pulley) and the clamping pressure with which each disk clamps the power roller.

Therefore, if the holding pressure for holding the transmission member that mediates the transmission of torque such as the belt and the power roller is increased, the torque capacity becomes large with respect to the input torque, so that excessive slippage (slip) of the belt or the like occurs. ) Can be transmitted and a predetermined gear ratio can be set. However, when the clamping pressure is high, the power transmission efficiency is reduced, which causes deterioration of fuel efficiency.
Therefore, the clamping pressure in the continuously variable transmission is preferably as low as possible within a range in which excessive slip does not occur.

Therefore, in the prior art, there is disclosed a device constructed so that instead of causing slippage in a continuously variable transmission, another clutch arranged in series with the continuously variable transmission causes slippage. It is described in the official gazette.

That is, the device described in this publication is
The clutch engaging force and the belt pressing force are related so that the margin of the engaging force of the clutch arranged in series with the belt type continuously variable transmission is smaller than the margin of the belt pressing force of the continuously variable transmission. If the torque applied to the continuously variable transmission increases in advance, the clutch slips before the belt slips in the continuously variable transmission. It is configured to prevent damage to the continuously variable transmission caused by it. Further, in the device described in the above publication, when slippage of the clutch is detected, the clutch engagement force and the belt pressing force are increased while maintaining the respective margin relationships, and conversely, slippage is performed. Is detected, the clutch engaging force and the belt pressing force are reduced while maintaining the respective margin relationships.

[0006]

SUMMARY OF THE INVENTION In the inventions disclosed in the above publications, the clutch functions as a so-called torque fuse, and the torque acting on the continuously variable transmission causes the slip to occur in the clutch. The invention is configured so as to be limited to the torque or less. Therefore, the torque capacity of the clutch must be greater than or equal to the torque capacity capable of reliably transmitting the torque input from the engine side, and less than or equal to the torque capacity at which slippage occurs before slippage occurs at the continuously variable transmission. . Therefore, if the torque capacity of the clutch increases, the torque capacity of the continuously variable transmission is also increased accordingly, and the relationship between the torque capacities of both is maintained at a capacity at which the clutch functions as a torque fuse. In other words, the lower limit of the torque capacity of the continuously variable transmission is limited by the torque capacity of the clutch. Therefore, in order to reduce the torque capacity of the continuously variable transmission, that is, the clamping pressure, it is desired to reduce the torque capacity of the clutch as much as possible.

However, as described in the above publication, if the clutch engagement pressure and the clamping force of the continuously variable transmission are increased by detecting the clutch slip, the torque capacity of the clutch is increased. Is relatively large, and it is necessary to increase the clamping pressure of the continuously variable transmission accordingly. As a result, the power transmission efficiency of the continuously variable transmission may be reduced, and the fuel efficiency may be reduced.

The present invention has been made in view of the above technical problem, and restricts the torque capacity of a continuously variable transmission by a clutch connected in series to the continuously variable transmission as much as possible. An object of the present invention is to provide a control device that can be reduced.

[0009]

In order to achieve the above-mentioned object, the present invention evaluates the situation of clutch slip, and depending on the result of the evaluation, allows the clutch to slip. It is characterized by being configured so as to suppress an increase in torque capacity.
More specifically, in the invention of claim 1, the clutch and the continuously variable transmission are arranged in series between the power source and the drive wheels, and the clutch is provided before the continuously variable transmission. The torque capacities of the clutch and the continuously variable transmission are controlled so as to cause slippage, and further, the torque of at least one of the clutch and the continuously variable transmission is determined based on the situation related to the slippage of at least one of the clutch and the continuously variable transmission. In a control device for a drive mechanism including a continuously variable transmission that changes the capacity, when slip of the clutch is slip other than slip due to torque input from the drive wheels, slip evaluating means for evaluating the slip, And a clutch torque changing means for selectively changing the torque capacity of the clutch according to the evaluation result of the slip evaluating means.

Therefore, according to the first aspect of the present invention, power is input to the drive mechanism from the power source side or the drive wheel side while the vehicle equipped with the drive mechanism is running. The torque capacity of the clutch or the continuously variable transmission is based on the situation related to the slip, such as the situation where the clutch or the continuously variable transmission slips due to the input of the power or the situation in which the slip is predicted to occur. Is changed. As a result, it becomes possible to control the torque capacity in accordance with the slippage of the clutch and the continuously variable transmission or the situation thereof. Further, when slippage of the clutch due to changes in the output torque of the power source or changes in the behavior of the continuously variable transmission, that is, when slippage of the clutch other than slippage due to torque input from the drive wheels occurs,
The slip is evaluated. Then, the torque capacity of the clutch is changed according to the result of the evaluation,
Or not changed. That is, when the torque capacity is not changed, slippage of the clutch is allowed. Therefore, there are more opportunities to set the torque capacity of the continuously variable transmission that is controlled according to the torque capacity of the clutch to be relatively small.

Further, the invention of claim 2 is such that the slip evaluating means in claim 1 relates to at least one of a judder phenomenon, a thermal effect on a clutch, and a fuel consumption of a vehicle equipped with the drive mechanism. Based on the above, the control device is configured to evaluate the slip of the clutch.

Therefore, according to the second aspect of the present invention, there is a possibility that the clutch will be judder and the riding comfort will be deteriorated, or that the slip speed of the clutch will be increased and the durability will be deteriorated due to the influence of heat. Slip evaluation means evaluates situations such as reduced power transmission efficiency and reduced fuel efficiency, and when such situations occur, the torque capacity of the clutch is increased. If such a situation does not occur, the torque capacity of the clutch remains unchanged and its slippage is allowed. In the latter case, the torque capacity of the continuously variable transmission cannot be increased, so that the power transmission efficiency of the continuously variable transmission does not decrease.

Further, the invention of claim 3 is the torque capacity of the clutch when the clutch torque changing means in the invention of claim 2 judges that the slip evaluating means has a judder phenomenon associated with the slip of the clutch. Of the clutch torque capacity when the slip evaluating means determines that there is no judder phenomenon.

Therefore, in the invention of claim 3, when the judder phenomenon occurs, the torque capacity of the clutch is rapidly increased. Therefore, the clutch is quickly engaged and the judder phenomenon is eliminated. Therefore, the deterioration of the riding comfort is resolved at an early stage, and the deterioration of the durability of the clutch is prevented or suppressed.

Further, the invention of claim 4 is the same as claim 1
In the invention of claim 5, based on the fact that the clutch torque changing means changes the torque capacity of the clutch, there is provided continuously variable transmission torque changing means for increasing the torque capacity of the continuously variable transmission immediately before the change of the torque capacity. The control device is further provided.

Therefore, according to the invention of claim 4, when the torque capacity of the clutch is changed in relation to the slip of the clutch, the torque capacity of the continuously variable transmission is increased prior to the change. That is, the mutual torque capacity relationship that causes the clutch to slip prior to the continuously variable transmission is maintained even when the torque capacity of the clutch is changed. as a result,
The situation in which the continuously variable transmission slips before the clutch is avoided.

According to the invention of claim 5, a clutch and a continuously variable transmission are arranged in series between the power source and the drive wheels, and the clutch slips before the continuously variable transmission. The torque capacity of the clutch and the continuously variable transmission is controlled so that the torque capacity of at least one of the clutch and the continuously variable transmission is based on the situation related to the slippage of at least one of the clutch and the continuously variable transmission. In a control device for a drive mechanism including a continuously variable transmission that changes
A continuously variable transmission slip determination means for determining that slip has occurred in the continuously variable transmission based on torque input from the drive wheels, and a determination as to slip of the continuously variable transmission based on torque input from the drive wheels. A torque torque adjusting means for readjusting the torque capacity of the clutch, and a continuously variable transmission torque adjusting means for setting the torque capacity of the continuously variable transmission according to the readjusted torque capacity of the clutch. It is a control device characterized by comprising.

Therefore, in the invention of claim 5, when the vehicle equipped with the drive mechanism is running, power is input to the drive mechanism from the power source side or the drive wheel side. The torque capacity of the clutch or the continuously variable transmission is based on the situation related to the slip, such as the situation where the clutch or the continuously variable transmission slips due to the input of the power or the situation in which the slip is predicted to occur. Is changed. As a result, it becomes possible to control the torque capacity in accordance with the slippage of the clutch and the continuously variable transmission or the situation thereof. Further, when it is detected that the continuously variable transmission slips due to the torque input from the drive wheels, the torque capacity of the clutch is readjusted. This can be performed, for example, by increasing the torque capacity and then reducing it to a torque capacity that matches the input torque, and the torque capacity of the continuously variable transmission is set according to the torque capacity of the clutch after readjustment. . As a result, the torque capacity of the continuously variable transmission is adjusted while the torque capacity of the clutches connected in series is fixed, and the unstable state when adjusting the torque capacity of the continuously variable transmission is avoided. Or it is suppressed.

According to the sixth aspect of the invention, the continuously variable transmission torque adjusting means according to the fifth aspect reduces the torque capacity of the continuously variable transmission after increasing the torque capacity, and the amount of decrease immediately before. The control device is configured so as to be different depending on whether slippage of the continuously variable transmission is determined or not.

Therefore, in the invention of claim 6, the adjustment of the torque capacity of the continuously variable transmission is executed by temporarily increasing the torque capacity and then decreasing the torque capacity. It will be different depending on whether it is present or not. Therefore, if there is a slip just before,
The amount of decrease during adjustment is made small, the torque capacity is made larger than before, and slipping again in the continuously variable transmission is reliably avoided.

Furthermore, in the invention of claim 7, the clutch and the continuously variable transmission are arranged in series between the power source and the drive wheels, and the clutch is arranged before the continuously variable transmission. The torque capacities of the clutch and the continuously variable transmission are controlled so as to cause slippage, and further, the torque of at least one of the clutch and the continuously variable transmission is determined based on the situation related to the slippage of at least one of the clutch and the continuously variable transmission. In a control device for a drive mechanism including a continuously variable transmission that changes a capacity, the torque capacity of the clutch when the gear ratio of the continuously variable transmission decreases is determined according to an estimated inertia torque when the gear ratio decreases. The control device is provided with a clutch torque control means for changing the setting.

Therefore, in the invention of claim 7, power is input to the drive mechanism from the power source side or the drive wheel side when the vehicle equipped with the drive mechanism is running. The torque capacity of the clutch or the continuously variable transmission is based on the situation related to the slip, such as the situation where the clutch or the continuously variable transmission slips due to the input of the power or the situation in which the slip is predicted to occur. Is changed. as a result,
It becomes possible to control the torque capacity that is suitable for the slippage of the clutch and the continuously variable transmission or the situation thereof. When an upshift occurs in the continuously variable transmission, the inertia torque associated with the shift is estimated, and the torque capacity of the clutch is changed based on the estimated inertia torque. As a result, even if the torque acting on the clutch increases by the inertia torque, slippage of the clutch is avoided.

According to the invention of claim 8, a clutch and a continuously variable transmission are arranged in series between the power source and the drive wheels, and the clutch is arranged before the continuously variable transmission. The torque capacities of the clutch and the continuously variable transmission are controlled so as to cause slippage, and further, the torque of at least one of the clutch and the continuously variable transmission is determined based on the situation related to the slippage of at least one of the clutch and the continuously variable transmission. In a control device for a drive mechanism including a continuously variable transmission that changes the capacity, when the torque capacity of at least one of the clutch and the continuously variable transmission is decreased in accordance with a decrease in an output request amount for the power source, The control device is provided with a delay unit that executes delay control of a decrease in torque capacity.

Therefore, in the invention of claim 8, the power is input to the drive mechanism from the power source side or the drive wheel side when the vehicle equipped with the drive mechanism is running. The torque capacity of the clutch or the continuously variable transmission is based on the situation related to the slip, such as the situation where the clutch or the continuously variable transmission slips due to the input of the power or the situation in which the slip is predicted to occur. Is changed. as a result,
It becomes possible to control the torque capacity that is suitable for the slippage of the clutch and the continuously variable transmission or the situation thereof. Further, when the output request amount to the power source is reduced, the output torque of the power source is reduced accordingly, so that the torque capacity of the clutch and the continuously variable transmission is reduced. The decrease in torque capacity is delayed with respect to the decrease in output of the power source. As a result, it is possible to prevent the torque capacity of the clutch and the continuously variable transmission from decreasing before the output of the power source decreases, and unnecessary slippage of the clutch and the continuously variable transmission is prevented or suppressed in advance.

According to a ninth aspect of the present invention, the delay means in the eighth aspect reduces both the torque capacity of the clutch and the torque capacity of the continuously variable transmission, and the delay amount of the decrease in the torque capacity of the clutch. On the other hand, the control device is configured to increase the delay amount of the decrease in the torque capacity of the continuously variable transmission.

Therefore, in the ninth aspect of the invention, when the torque capacity of the clutch and the continuously variable transmission is reduced in accordance with the reduction of the output demand amount to the power source, the reduction of the torque capacity is used for the reduction control of the output of the power source. Delayed,
In addition, the delay amount for the decrease in the torque capacity of the continuously variable transmission becomes larger than that for the clutch torque capacity. That is, the decrease in the torque capacity of the continuously variable transmission does not precede the decrease in the torque capacity of the clutch. Therefore, the function of the clutch as a so-called torque fuse is ensured.

[0027]

BEST MODE FOR CARRYING OUT THE INVENTION Next, the present invention will be described based on specific examples. First, a drive mechanism of a vehicle and a control system for the same according to the present invention will be described. FIG. 3 schematically shows a drive mechanism including a belt type continuously variable transmission 1 as a transmission. The machine 1 includes a forward / reverse switching mechanism 2 and a fluid transmission mechanism 4 with a lockup clutch 3.
Is connected to the power source 5 via.

The power source 5 is composed of an internal combustion engine, or an internal combustion engine and an electric motor, or an electric motor,
The point is a drive member that generates power for traveling. In the following description, the power source 5 will be referred to as the engine 5. Further, the fluid transmission mechanism 4 has, for example, a configuration similar to that of a conventional torque converter, and includes a pump impeller rotated by the engine 5, a turbine runner arranged so as to face the pump impeller, and a stator arranged therebetween. The turbine runner is rotated by supplying the spiral flow of the fluid generated by the pump impeller to the turbine runner, and the torque is transmitted.

In the transmission of torque through such a fluid, an unavoidable slip occurs between the pump impeller and the turbine runner, which causes a reduction in power transmission efficiency. Therefore, a member on the input side such as the pump impeller. A lock-up clutch 3 is provided for directly connecting an output side member such as a turbine runner. The lockup clutch 3 is configured to be controlled by hydraulic pressure, and is controlled to be in a completely engaged state, a completely released state, and a slip state which is an intermediate state between these states, and the slip rotation speed thereof is appropriately controlled. You can do it.

The forward / reverse switching mechanism 2 is a mechanism adopted because the rotation direction of the engine 5 is limited to one direction, and outputs the input torque as it is and reverses the output. Is configured to. In the example shown in FIG. 3, a double pinion type planetary gear mechanism is adopted as the forward / reverse switching mechanism 2. That is, the ring gear 7 is arranged concentrically with the sun gear 6, and the pinion gear 8 meshed with the sun gear 6 and the pinion gear 9 meshed with the pinion gear 8 and the ring gear 7 are arranged between the sun gear 6 and the ring gear 7. The pinion gears 8 and 9 are rotatably and revolvably held by the carrier 10. A forward clutch 11 that integrally connects the two rotating elements (specifically, the sun gear 6 and the carrier 10) is provided, and by selectively fixing the ring gear 7, the direction of the output torque is obtained. A reverse brake 12 for reversing is provided.

The continuously variable transmission 1 has the same structure as a conventionally known belt type continuously variable transmission, and each of a drive pulley 13 and a driven pulley 14 arranged in parallel to each other is
It is composed of a fixed sheave and a movable sheave that is moved back and forth in the axial direction by hydraulic actuators 15 and 16. Therefore, the groove width of each pulley 13, 14 changes by moving the movable sheave in the axial direction, and accordingly, the winding radius of the belt 17 wound around each pulley 13, 14 (the effective diameter of the pulleys 13, 14). ) Changes continuously, and the gear ratio changes continuously. Then, the drive pulley 13 is used for the forward / reverse switching mechanism 2
Is connected to a carrier 10 which is an output element in.

The hydraulic actuator 16 in the driven pulley 14 receives hydraulic pressure (line pressure or its correction pressure) corresponding to the torque input to the continuously variable transmission 1 via a hydraulic pump and a hydraulic control device (not shown). Is being supplied. Therefore, each sheave in the driven pulley 14 sandwiches the belt 17 so that tension is applied to the belt 17 and a clamping pressure (contact pressure) between the pulleys 13 and 14 and the belt 17 is secured. . On the other hand, the hydraulic actuator 15 in the drive pulley 13
Is supplied with pressure oil according to the gear ratio to be set, and the groove width (effective diameter) is set according to the target gear ratio.

The driven pulley 14 is connected to a differential 19 via a gear pair 18, and torque is output from the differential 19 to the drive wheels 20. Therefore, in the above drive mechanism, the lockup clutch 3 corresponding to the clutch of the present invention and the continuously variable transmission 1 are arranged in series between the engine 5 and the drive wheels 20.

Various sensors are provided to detect the operating state (running state) of the vehicle in which the continuously variable transmission 1 and the engine 5 are mounted. That is, a turbine rotation speed sensor 21 that detects the input rotation speed (rotation speed of the turbine runner) to the continuously variable transmission 1 and outputs a signal, and an input rotation speed that detects the rotation speed of the drive pulley 13 and outputs a signal. A sensor 22, an output rotation speed sensor 23 that detects the rotation speed of the driven pulley 14 and outputs a signal, and a wheel speed sensor 24 that detects the rotation speed of the drive wheel 20 and outputs a signal are provided. Also, although not particularly shown,
Accelerator opening sensor that detects the amount of depression of the accelerator pedal and outputs a signal, throttle opening sensor that detects the opening of the throttle valve and outputs a signal, brake sensor that outputs a signal when the brake pedal is depressed Etc. are provided.

Control of engagement and disengagement of the forward clutch 11 and the reverse brake 12 and the belt 17
An electronic control unit (CVT-ECU) 25 for a transmission is provided to control the clamping pressure of the gear, the gear ratio, and the lockup clutch 3. The electronic control unit 25 is mainly composed of a microcomputer as an example, performs an operation in accordance with a predetermined program based on input data and previously stored data, and performs various states such as forward and reverse or neutral. The required clamping force setting, the gear ratio setting, the engagement / disengagement of the lockup clutch 3, and the slip rotation speed are controlled.

Here, an example of data (signals) input to the transmission electronic control unit 25 is as follows: the continuously variable transmission 1
Of the input rotation speed Nin, the output rotation speed N of the continuously variable transmission 1
Signals of o are input from the corresponding sensors (not shown). Further, from an engine electronic control unit (E / G-ECU) 26 that controls the engine 5, an engine speed Ne signal, an engine (E / G) load signal, a throttle opening signal, an accelerator pedal (not shown). No)
The accelerator opening signal, which is the amount of depression of the pedal, is input. Further, the continuously variable transmission 1 is configured to select a traveling position such as parking, reverse, neutral, drive, etc. by the shift device 27, and the signal of the position selected by the shift device 27 changes the speed. It is input to the machine electronic control unit 25.

According to the continuously variable transmission 1, the engine rotation speed, which is the input rotation speed, is continuously changed (in other words, continuously).
Since it can be controlled, the fuel economy of a vehicle equipped with this can be improved. For example, the target drive force is obtained based on the required drive amount represented by the accelerator opening degree and the vehicle speed, and the target output required to obtain the target drive force is obtained based on the target drive force and the vehicle speed. The engine speed for obtaining the target output with the optimum fuel economy is obtained based on a map prepared in advance, and the gear ratio is controlled so as to become the engine speed.

In order not to impair such an advantage of improving fuel economy, the power transmission efficiency of the continuously variable transmission 1 is controlled to a good state. Specifically, the torque capacity of the continuously variable transmission 1, that is, the belt clamping pressure can be transmitted to the target torque determined based on the engine torque, and the belt clamping pressure is as low as possible within a range where the belt 17 does not slip. Controlled. This is the control in the steady state or the quasi-steady state.

On the other hand, in the case of sudden braking, sudden acceleration, riding on a falling object, a step, etc., the continuously variable transmission 1
When the torque applied to the drive mechanism including the abrupt change, the torque capacity of the continuously variable transmission 1 is relatively insufficient and the belt 17
Slippage is more likely to occur. As described above, when the continuously variable transmission 1 slips and is partially worn,
This may cause damage to the continuously variable transmission 1, where
The control device of the present invention controls so that the lock-up clutch 3 arranged in series with the continuously variable transmission 1 causes slippage to suppress the torque acting on the continuously variable transmission 1 to prevent belt slippage. To do. An example of the control will be described below.

FIG. 1 is a flow chart for explaining the example, and first, the flag F is judged (step S1). This flag F is, as will be described later,
The continuously variable transmission 1 is controlled by the torque input from the drive wheels 20.
This is a flag that is set to "1" when slip occurs (that is, belt slip). Therefore, since it is initially "0", it is judged whether or not it is time to update the torque capacity of the normal lockup clutch (L / C) 3 (step S).
2).

The control device of the present invention for the above drive mechanism controls the torque capacity of the lockup clutch 3 so that the lockup clutch 3 functions as a so-called torque fuse for the continuously variable transmission 1. The control is a control for setting a minimum torque capacity that prevents the lock-up clutch 3 from slipping, in other words, a torque capacity with a predetermined margin for so-called slip that exceeds a torque capacity immediately before slippage occurs by a predetermined amount. .

The torque capacity immediately before the slippage is affected by the friction coefficient of the lockup clutch 3 and the characteristics of the hydraulic control device that determines the torque capacity, or the changes over time. Therefore, the torque capacity of the lockup clutch 3 is adjusted and updated at a predetermined time.
Therefore, the normal update time is a time when the vehicle is first driven, a time when a predetermined trip such as the vehicle travels a predetermined number of times or a distance has passed, or a time when the engine 5 is started. .

When a positive determination is made in step S2, it is determined whether or not an engagement command for the lockup clutch 3 is output (step S3). This engagement command is an engagement command for engaging the lock-up clutch 3 based on the traveling state of the vehicle equipped with the above-mentioned drive mechanism during normal traveling, or an engagement command for reinspecting the torque capacity. Includes joint directives.

If the determination in step S3 is negative, the belt clamping pressure return control (step S4) for determining the torque capacity of the continuously variable transmission 1 and the torque capacity of the lockup clutch 3 are determined. Engagement pressure return control (step S5) is executed. Here, the return control means that even when the running state of the vehicle is in a so-called unsteady state, the clamping pressure set to a high value in advance so that slip does not occur in the continuously variable transmission 1 and the lockup clutch 3. And the control for returning to the engagement pressure. Then return.

On the other hand, if the affirmative determination is made in step S3, the sweep-up control for gradually increasing the engagement pressure of the lock-up clutch 3 with a predetermined gradient is executed (step S6). This control is continued until the lockup clutch 3 is engaged. That is, the completion of the engagement of the lockup clutch 3 is determined (step S
7) If the determination in step S7 is negative, the process returns to step S6. Then, when the engagement is completed and the determination in step S7 is affirmative, it is determined whether the traveling state of the vehicle is the steady state (step S8).

If a negative determination is made in step S8 because the vehicle is not in a steady running state, the above step S8 is performed.
4, the control for returning the clamping pressure is executed, and subsequently, the control for returning the engagement pressure of the lockup clutch 3 is executed. On the contrary, if the determination is affirmative in step S8 due to the steady traveling state, the torque capacity of the lockup clutch 3 is set (step S8).
9). An example of this control will be described. When the lockup clutch 3 is being engaged in a steady state, the torque capacity can be determined based on the amount of change in the input rotation speed thereof. The torque capacity that slightly exceeds the output torque of is determined.

As described above, the engagement pressure of the lockup clutch 3 becomes a relatively high hydraulic pressure when the control for causing the lockup clutch 3 to function as a so-called torque fuse for the continuously variable transmission 1 is not executed. It is set. Therefore, the torque capacity set in step S9 has a smaller value than the torque capacity actually set when the lockup clutch 3 is engaged. Therefore, in step S10, the torque capacity of the lockup clutch 3 is reduced so that the set torque capacity is achieved.
In this case, when the oil pressure map for determining the torque capacity of the lockup clutch 3 is prepared, the data of the oil pressure map is changed and the oil pressure map is updated. That is, the torque capacity (engagement pressure) of the lockup clutch 3 is readjusted by first increasing and then decreasing.

Through the above process, the lockup clutch 3
After setting the torque capacity (i.e., the engagement pressure) of (1), the flag F is determined (step S11). That is, it is determined whether the flag F is set to "1" or "0". If the flag F is set to "0", it means that there is no belt slippage in the continuously variable transmission 1 immediately before, so the clamping pressure reduction instruction I is executed (step S12). On the contrary, when it is set to "1", the pinching pressure decrease instruction II is executed (step S13).

The instruction to decrease the clamping pressure is, for example, a control for reducing the clamping pressure, which is set to a high value by the return control in step S4, to a low pressure within the range where the belt 17 does not slip. As a result, the torque capacity of the continuously variable transmission 1 that is set is a torque capacity that causes a predetermined margin with respect to a small torque capacity immediately before slippage in the continuously variable transmission 1, and the margin width is The lockup clutch 3 is set to have a larger torque capacity margin. That is, when the torque fluctuates, the torque capacity at which the lockup clutch 3 slips first is set. Further, the difference in control between step S12 and step S13 is the difference in the margin of torque capacity, and in the clamping pressure reduction instruction II in step S13, the margin of torque capacity of the continuously variable transmission 1 is relatively large. The amount of decrease in the clamping pressure is set to be smaller than the amount of decrease in step S12 so as to increase.

These steps S12 or S
After the control of 13 is executed, the flag F is set to "0" (step S14), and then the process returns.

When it is determined in step S1 that the flag F is set to "1", step S2 is skipped and the process proceeds to step S3. That is, when the continuously variable transmission 1 slips immediately before due to the torque input from the drive wheels 20, readjustment of the torque capacity of the lockup clutch 3 and the continuously variable transmission 1 at steps S3 to S14. The readjustment of the torque capacity (clamping force) is executed.

By the way, before the normal time for updating the torque capacity of the lockup clutch 3, the slippage of the lockup clutch 3 and the continuously variable transmission 1 is detected, and the engagement pressure and the clamping pressure are controlled accordingly. Is executed as follows. That is, when the determination in step S2 is negative, the process proceeds to step S15 shown in FIG. 2 and it is determined whether the traveling state of the vehicle is the steady state. this is,
This is a determination step as in step S8 above.

If the determination in step S15 is negative, it is determined whether or not there is a reverse input (step S16). The reverse input is a state in which a negative torque is input from the drive wheels 20, which is determined by whether or not the temporal change rate of the output rotational speed of the continuously variable transmission 1 is equal to or less than a negative predetermined value. You can

If a positive determination is made in step S16 due to the reverse input, the lockup clutch 3
It is determined whether or not slippage has occurred (step S1).
7). This can be determined by comparing the engine speed and the turbine speed.

If a positive determination is made in step S17 because the lockup clutch 3 is slipping, it is determined whether the belt 17 of the continuously variable transmission 1 is slipping (step S17). Step S18). This can be determined based on the input speed and the output speed of the continuously variable transmission 1, or an estimated value of the gear ratio.

If the determination in step S18 is negative, the lockup clutch 3 slips due to the negative torque input from the drive wheels 20 in an unsteady running state where the output torque fluctuates greatly. As a result, the torque acting on the continuously variable transmission 1 is limited, and the continuously variable transmission 1 is in a state where no slippage occurs. This is a state in which the lockup clutch 3 functions as a so-called torque fuse for the continuously variable transmission 1, and the torque capacity of the lockup clutch 3 is set to the assumed torque capacity. In other words, the intended purpose has been achieved. Therefore, in this case, the slip of the lock-up clutch 3 is allowed, and the process returns without performing any particular control.

On the other hand, if the determination in step S15 is affirmative due to the steady running state, it is determined whether the lockup clutch 3 is slipping (step S19). If the result of determination in step S19 is negative because there is no slippage in the continuously variable transmission 1, there is no particular abnormality, and the routine returns. On the other hand, if the lock-up clutch 3 is slipping and thus affirmatively determined in step S19, it is determined whether or not there is a judder phenomenon (step S20).

The judder phenomenon is a phenomenon in which the clutch is repeatedly engaged and disengaged and the torque on the output side thereof increases and decreases rapidly and frequently, which causes deterioration of the riding comfort of the vehicle and also the durability of the clutch. It also becomes a factor that impairs sex. Therefore, step S20 corresponds to the slip evaluating means of the present invention for evaluating the slip of the lockup clutch 3.

When a negative determination is made in step S20, it is determined whether or not the slip amount of the lockup clutch 3 exceeds a predetermined amount which is a reference for a predetermined determination (step S21). Here, the slip amount is, for example, a slip speed, and the larger the slip amount, the larger the sliding friction. Therefore, the predetermined value that serves as a criterion for the determination can be set in consideration of the influence of frictional heat on the durability of the lock-up clutch 3 and the influence on the fuel economy due to the reduction of power transmission efficiency due to slippage. it can.

That is, in this step S21, it is judged whether or not the slip of the lockup clutch 3 influences the function of the lockup clutch 3 itself or the function of the drive mechanism, and the slip evaluating means of the present invention is determined. It is equivalent. Therefore, if a negative determination is made in step S21, there is no problem as a result of the evaluation of the slip of the lockup clutch 3, and therefore the process returns without performing any control. That is, as the slip of the lockup clutch 3 is allowed, the torque capacity or engagement pressure of the lockup clutch 3 and the torque capacity or clamping pressure of the continuously variable transmission 1 are maintained as they are.

On the contrary, when the slip amount of the lockup clutch 3 exceeds the predetermined amount, step S21
If the determination is positive, the slip of the lockup clutch 3 is unacceptable in terms of its durability and the function of the drive mechanism. Therefore, in this case, the engagement pressure of the lockup clutch 3 is increased.

This boost control is performed by the lockup clutch 3
Since the control is performed to stop the slipping and bring it into the engaged state, the output speed of the lockup clutch 3 (that is, the input speed of the continuously variable transmission 1), the engine speed, and the like change due to the boosting control. Since the inertia torque acts on the continuously variable transmission 1 due to the change in the rotation speed, first, the up control I for slightly increasing the clamping pressure is executed (step S2).
2). Then, the sweep-up control I for gradually increasing the engagement pressure of the lock-up clutch 3 with a predetermined gradient is executed (step S23). The amount of increase in the clamping pressure, the amount of increase in the engagement pressure, or the slope of the increase in pressure can be determined in advance.

As a result of the boost control, it is determined whether or not the lockup clutch 3 is engaged (step S2).
4). If the determination in step S24 is negative because the slippage is still continuing, the process returns to continue the boost control. On the contrary, when the lock-up clutch 3 is engaged and the determination in step S24 is affirmative, the torque capacity (that is, the engagement pressure) of the lock-up clutch 3 is the desired torque capacity (engagement). It is again checked that the pressure is set (step S25). This is so-called prior confirmation for reducing the torque capacity of the continuously variable transmission 1.

Thereafter, the torque capacity (clamping force) of the continuously variable transmission 1 is reduced (step S26). As described above, the clamping pressure of the continuously variable transmission 1 is set relatively high in the process of changing the engagement pressure of the lockup clutch 3, so that the engagement pressure of the lockup clutch 3 is expected. As the pressure is set, the clamping pressure of the continuously variable transmission 1 is reduced to the desired pressure accordingly. The margin of the torque capacity of the continuously variable transmission 1 set in this way, that is, the margin of the torque capacity immediately before slippage due to the torque acting at that time is slightly larger than the margin of the torque capacity of the lockup clutch 3. Has become. In other words, each torque capacity is set so that the lockup clutch 3 slips prior to the continuously variable transmission 1.

The control for engaging the lock-up clutch 3 and the control for re-checking the torque capacity thereof to reduce the clamping pressure of the continuously variable transmission 1 are essentially the lock-up clutch in the steady running state. This is the control executed when the slip of 3 is unacceptable. Therefore, when the judgment in step S20 is affirmative due to the occurrence of the judder phenomenon, the same process is performed.

That is, when the determination in step S20 is affirmative, first, the up control II for increasing the clamping pressure of the continuously variable transmission 1 is executed (step S27). As described above, when the judder phenomenon occurs, the vehicle body vibrates and the riding comfort deteriorates. Therefore, it is necessary to immediately stop the judder phenomenon. For that purpose, the lockup clutch 3 is rapidly engaged. Since the inertia torque generated by rapidly engaging the lock-up clutch 3 becomes relatively large, the clamping pressure is increased to correspond to the inertia torque. Therefore, the amount of increase in the clamping pressure in the up control II in step S27 is set larger than the amount of increase in the clamping pressure in the up control I in step S22.

Then, the engagement pressure of the lockup clutch 3 is swept up at a predetermined gradient (step S2).
8). Since this control is for eliminating the judder phenomenon, it is necessary to engage the lockup clutch 3 rapidly or quickly. Therefore, the boosting gradient is set as a steeper gradient than the gradient in the up control I in step S23.

After that, the routine proceeds to steps S24 to S26 described above, and the lockup clutch 3 is controlled in the same manner as when the slip amount of the lockup clutch 3 exceeds a predetermined value, so that the lockup clutch 3 controls the continuously variable transmission 1. Each torque capacity is set so as to function as a so-called torque fuse.

Therefore, in the steady running state, the slip of the lockup clutch 3 is evaluated and is classified into those which are allowed and those which are not allowed. Only when it is evaluated as unacceptable, the engagement pressure or torque capacity of the lockup clutch 3 is increased, and the clamping pressure or torque capacity of the continuously variable transmission 1 is increased accordingly.

In other words, when the lockup clutch 3 slips, the lockup clutch 3 is unconditionally operated.
Since the torque capacity of the continuously variable transmission 1 is not increased, the opportunity or period for maintaining the clamping pressure of the continuously variable transmission 1 as low as possible within the range where slippage does not occur becomes long. Therefore, it is possible to maintain the power transmission efficiency of the continuously variable transmission 1 in a good state and improve fuel efficiency.

By the way, if the determination is negative in the above step S15 because the vehicle is not in the steady running state and is negative in step S16 because the vehicle is not in the so-called reverse input state, it is determined whether the upshift is being performed. It is determined (step S29). That is, it is neither a steady running state nor an input from the drive wheels 20, so in this state, a large torque is input from the engine 5 due to a large output demand for the engine 5, or The torque is being input from the continuously variable transmission 1 to the lock-up clutch 3 due to a large decrease in the output torque or the gear change in the continuously variable transmission 1. Therefore, in order to determine the operating state of these torques, it is first determined whether or not the upshift is being performed.

When the upshift for reducing the gear ratio in the continuously variable transmission 1 is executed, the input rotation speed thereof, that is, the engine rotation speed is reduced accordingly, so that inertia torque (inertia torque) is generated. The inertia torque is estimated based on the rotational speed, the speed change speed, the inertial mass of each part of the drive mechanism, and the like. Therefore, when a positive determination is made in step S29, the torque capacity (engagement pressure) of the lockup clutch 3 and the torque capacity (clamping pressure) of the continuously variable transmission 1 are set to correspond to the inertia torque. The inertia torque is increased (step S30).

Thereafter, it is judged whether or not each pressure such as the line pressure in the continuously variable transmission 1 is decreasing (step S3).
1). It should be noted that if the determination is negative in step S29 because the upshift is not being performed, step S29 is performed.
Skip 30 and immediately proceed to step S31.

When the output demand amount (for example, the accelerator opening degree) to the engine 5 is reduced, the line pressure in the continuously variable transmission 1 and various hydraulic pressures based on the line pressure are reduced accordingly. In step S31, it is determined whether such reduction control is being executed.

If the determination in step S31 is affirmative, a delay control for delaying the decrease in the engagement pressure of the lockup clutch 3 and the clamping pressure of the continuously variable transmission 1 with respect to the decrease in the engine output is performed. Executed (step S3)
2). That is, although the engagement pressure of the lock-up clutch 3 and the clamping pressure of the continuously variable transmission 1 are reduced as the engine output decreases, the response of the output reduction control of the engine 5 accompanying the reduction of the output demand amount Is slower than the response of the hydraulic pressure reduction control in the continuously variable transmission 1. Therefore, in order to prevent the engagement pressure of the lock-up clutch 3 and the clamping pressure of the continuously variable transmission 1 from decreasing prior to the reduction of the engine torque, a delay control for delaying the reduction of the engagement pressure and the clamping pressure is performed. To be executed. The degree of the delay may be set based on the delay of the engine output reduction control.

As described above, the state in which the lockup clutch 3 functions as a so-called torque fuse for the continuously variable transmission 1, that is, the margin of the torque capacity of the lockup clutch 3 is determined by the torque capacity of the continuously variable transmission 1. In order to maintain the state smaller than the margin width, the delay amount of the clamping pressure reduction control is made larger than the delay amount of the engagement pressure reduction control of the lockup clutch 3.

The lockup clutch 3 is operated as described above.
After the engagement pressure and the clamping pressure of the continuously variable transmission 1 are set, or when the control for reducing the respective pressures in the continuously variable transmission 1 is not executed, a negative determination is made in step S31. Determines whether the lockup clutch 3 is slipping (step S33). If the determination in step S33 is negative, slippage does not occur even if the torque capacity or the engagement pressure is reduced. Since this is an expected normal state, the process returns without any further control.

On the contrary, when the lock-up clutch 3 is slipping and a positive determination is made in step S33, the slip is evaluated. That is, it is determined whether or not the judder phenomenon has occurred (step S3).
4). Due to the occurrence of the judder phenomenon, step S3
If the judgment in step 4 is affirmative, it is desired to eliminate the judder phenomenon immediately.
27, the up control II is executed to increase the clamping pressure and increase the engagement pressure of the lockup clutch 3 (step S28).

If the judgment in step S34 is negative because the judder phenomenon has not occurred, the process returns without any particular control. That is, the slip of the lockup clutch 3 in this case is a temporary slip in an unsteady state,
Since it is considered that this does not cause any particular inconvenience to the durability of the device or the function of the drive mechanism, the slip was allowed.

By doing so, the torque capacity or the engagement pressure of the lockup clutch 3 is not increased and is maintained as it is, so that the clamping pressure of the continuously variable transmission 1 is not increased and is kept as it is. Maintained. As a result, the increase of the clamping pressure of the continuously variable transmission 1 is suppressed to improve the power transmission efficiency,
It is possible to improve fuel efficiency or prevent deterioration of fuel efficiency.

The evaluation of the slip of the lock-up clutch 3 is not limited to the presence or absence of the judder phenomenon, but may be evaluated based on other parameters such as the slip speed. Therefore, if the affirmative determination is made in step S33, the process may proceed to step S20 described above.

On the other hand, the torque is input from the drive wheels 20 in the reverse input state, and the lockup clutch 3
Is not occurring, that is, step S1 described above.
If the determination is affirmative in 6 and the determination is negative in step S17, it is determined whether the belt 17 of the continuously variable transmission 1 is slipping (step S35).
If a negative determination is made in step S35, there is no slippage in either the lockup clutch 3 or the continuously variable transmission 1, and therefore the routine returns without any particular control.

On the other hand, when the belt slip has occurred and the determination in step S35 is affirmative, it is necessary to immediately eliminate the slip, so control corresponding to the slip is executed (step S36). ). This corresponding control is
For example, the control is a control for increasing the clamping pressure of the continuously variable transmission 1 or a control for reducing the engine torque, or a control in which these controls are combined. Therefore, the clamping pressure set in that case may be, for example, the clamping pressure set by the return control in step S4 described above.

Therefore, following step S36, the torque capacity return control of the lockup clutch 3 is executed (step S37). This is the step S described above.
The control is the same as that of 5. Then, the flag F is "1" to indicate that the belt 17 of the continuously variable transmission 1 has slipped.
Is set (step S38), and then the process returns. It should be noted that the slip-up of the lock-up clutch 3 and the belt slippage have caused the above-mentioned step S1.
Even in the case of affirmative determination in step 8, the above step S3
The control from 6 to step S38 is executed.

As described above, in the control device according to the present invention, when the belt 17 of the continuously variable transmission 1 slips while power is input from the drive wheels 20, the clamping force of the continuously variable transmission 1 and After both the engagement pressures of the lockup clutch 3 are increased, the control from step S3 shown in FIG. 1 is executed. That is, the torque capacity (engagement pressure) of the lockup clutch 3 is readjusted, and the clamping pressure of the continuously variable transmission 1 is set according to the readjusted torque capacity of the lockup clutch 3. As a result, the lockup clutch 3
The torque capacity of the continuously variable transmission 1 is set to an appropriate value so that the lock-up clutch 3 slips prior to the continuously variable transmission 1 within a range where slip does not occur. Further, since the clamping pressure of the continuously variable transmission 1 is set after the clamping pressure and the engaging pressure are once returned to higher pressures, the unstable state can be avoided or suppressed.

The control steps S341 and S342 shown by broken lines in FIG. 2 will be described. These steps S341 and S342 are control steps that are executed instead of proceeding to step S27 when the judgment in step S34 is affirmative because the judder phenomenon has occurred.

That is, the judder phenomenon often occurs, for example, during a short time in the process of increasing the input torque.
Therefore, it may be difficult to respond in real time. Therefore, in order to prevent the judder phenomenon from occurring again, the hydraulic pressure map (L / C map) prepared for determining the torque capacity of the lockup clutch 3 is changed to a direction in which the hydraulic pressure becomes higher. . This is the control in step S341.

The torque capacity of the lockup clutch 3 and the torque capacity of the continuously variable transmission 1 must be set so that the lockup clutch 3 functions as a so-called torque fuse for the continuously variable transmission 1. Therefore, in response to changing the hydraulic pressure map of the lockup clutch 3, the hydraulic pressure map (clamping pressure map) prepared for determining the clamping pressure of the continuously variable transmission 1 is increased. This is the control in step S342. Then return.

By correcting each map in this way, the engagement pressure of the lock-up clutch 3 is set to be relatively high at a subsequent time point, so that the judder phenomenon in the same situation as before can be avoided. You can

The relationship between the above-described specific example and the present invention will be briefly described. The functional means of steps S20 and S21 described above correspond to the slip evaluation means of the present invention, and steps S23 and S28 of FIG. The functional means corresponds to the clutch torque changing means of the present invention. The functional means of steps S22 and S27 correspond to the continuously variable transmission torque changing means of the present invention. Further, the functional means of steps S18 and S35 correspond to the continuously variable transmission slip determination means of the present invention, and the functional means of step S38 and steps S3 to S10 accompanying it are the clutch torque adjusting means of the present invention. The functional means of steps S12 and S13 correspond to the continuously variable transmission torque adjusting means of the present invention. The functional means of step S30 corresponds to the clutch torque control means of the present invention, and the functional means of step S32 corresponds to the delay means of the present invention.

The present invention is not limited to the specific examples described above, and the continuously variable transmission is not limited to the belt type.
It may be a traction type continuously variable transmission. Further, the clutch of the present invention may be any one as long as it can function as a torque fuse for the continuously variable transmission as described above. In addition to the lockup clutch, the input side or the output of the continuously variable transmission can be used. It may be a friction clutch connected in series to the side. Further, according to the present invention, the torque capacity adjustment of the clutch and the continuously variable transmission is not limited to the case where slippage of the continuously variable transmission or the clutch occurs, but in the state immediately before the slippage occurs or the state where the slippage is predicted or estimated. Alternatively, the control can be configured to execute control such as boosting, and therefore, in the slip determination step shown in FIGS. 1 and 2, it is possible to determine the state leading to such slip.

Furthermore, the evaluation of the slip in the present invention is not limited to the evaluation based on the judder phenomenon and the slip rotation speed (slip amount), and based on other parameters such as the engagement pressure taken into consideration. It may be evaluated. 1 and 2 show an example of control by the control device of the present invention, the present invention is not limited to this, and control based on other flowcharts may be performed if the functions are the same. , Or FIG. 1 and FIG.
The control may be performed based on a flowchart obtained by modifying a part of the flowchart shown in FIG.
For example, the determination order of step S20 and step S21 shown in FIG. 2 may be exchanged, or the determination order of step S17, step S18 and step S35 may be exchanged.

[0093]

As described above, according to the invention of claim 1, slip occurs in the clutch or continuously variable transmission due to input of power, or a situation in which slip is predicted to occur occurs. Since the torque capacity of the clutch or the continuously variable transmission is changed based on the situation related to slippage, it is possible to control the torque capacity suitable for the slippage of the clutch or continuously variable transmission or the situation thereof. . Also, if slippage of the clutch due to changes in the output torque of the power source or changes in the behavior of the continuously variable transmission, that is, slippage of the clutch other than slippage due to the torque input from the drive wheels, occurs, Since the slip of the clutch is allowed according to the result of the evaluation, there is more opportunity to set the torque capacity of the continuously variable transmission controlled according to the torque capacity of the clutch to a relatively small value. As a result, it is possible to maintain good power transmission efficiency in the continuously variable transmission to improve fuel efficiency, or prevent or suppress deterioration of fuel efficiency.

According to the invention of claim 2, claim 1
In addition to the effect similar to that of the invention of the invention, the slip of the clutch is evaluated, and according to the result of the evaluation, the torque capacity of the clutch is maintained as it is and the slip is allowed. The torque capacity can be made relatively low to maintain the power transmission efficiency in a good state, and thus the fuel consumption can be improved.

Further, according to the invention of claim 3, in addition to the effect similar to the effect of the invention of claim 2, when the judder phenomenon occurs, the torque capacity of the clutch is rapidly increased to promptly move the clutch. Since the engagement is performed and the judder phenomenon is eliminated, deterioration of riding comfort can be eliminated at an early stage, and deterioration of the durability of the clutch can be prevented or suppressed.

Furthermore, according to the invention of claim 4, in addition to the same effect as that of the invention of claim 1, when the torque capacity of the clutch is changed in relation to the slip of the clutch, it is continuously variable. Since the torque capacity of the transmission is increased, it is possible to avoid unnecessary slip such as the continuously variable transmission slipping before the clutch.

According to the fifth aspect of the present invention, a situation related to the slip occurs such that slip occurs in the clutch or the continuously variable transmission due to power input, or a situation in which the slip is predicted to occur. Since the torque capacity of the clutch or the continuously variable transmission is changed based on the above, it becomes possible to control the torque capacity suitable for the slippage of the clutch or the continuously variable transmission or the situation thereof. When it is detected that the continuously variable transmission is slipping due to the torque input from the drive wheels, the torque capacity of the clutch is readjusted and the continuously variable transmission is adjusted according to the torque capacity of the clutch after the readjustment. Since the torque capacity of the continuously variable transmission is set, the torque capacity of the continuously variable transmission is adjusted when the torque capacity of the clutch connected in series is fixed. The unstable state of can be avoided or suppressed.

According to the invention of claim 6, in addition to the effect similar to that of the invention of claim 5, the adjustment of the torque capacity of the continuously variable transmission increases the torque capacity once, It is executed by lowering the amount, and the amount of reduction in that case differs depending on whether there was a slip immediately before or when there was no slip, so if there was a slip immediately before, decrease the decrease amount during adjustment, The torque capacity can be made larger than before, and slipping of the continuously variable transmission can be reliably avoided.

Further, according to the invention of claim 7, slip occurs in the clutch or the continuously variable transmission due to input of power, or a situation in which slip is predicted to occur is related to slip. Since the torque capacity of the clutch or the continuously variable transmission is changed based on the situation, it is possible to control the torque capacity that is suitable for the slippage of the clutch or the continuously variable transmission or the situation thereof. When an upshift occurs in the continuously variable transmission, the inertia torque associated with the shift is estimated, and the torque capacity of the clutch is changed based on the estimated inertia torque. However, slippage of the clutch can be avoided even if the inertia torque increases.

Further, according to the invention of claim 8, slipping occurs in the clutch or the continuously variable transmission due to input of power, or a situation in which slipping is predicted to occur is associated with slipping. Since the torque capacity of the clutch or the continuously variable transmission is changed based on the situation, it is possible to control the torque capacity that is suitable for the slippage of the clutch or the continuously variable transmission or the situation thereof. Further, when the torque capacity of the clutch and the continuously variable transmission is reduced with the decrease of the output demand for the power source, the reduction of the torque capacity of the clutch and the continuously variable transmission is performed with respect to the reduction of the output of the power source. Since it is delayed, it is possible to prevent the torque capacity of the clutch and the continuously variable transmission from decreasing before the output of the power source decreases, and as a result, unnecessary slippage of the clutch and continuously variable transmission is prevented or suppressed. can do.

According to the invention of claim 9, in addition to the effect similar to that of the invention of claim 8, the delay amount for the decrease in the torque capacity of the continuously variable transmission is the delay amount for the torque capacity of the clutch. The torque capacity of the continuously variable transmission does not decrease before the decrease of the torque capacity of the clutch, so that the function of the clutch as a so-called torque fuse can be ensured.

[Brief description of drawings]

FIG. 1 is a diagram showing a part of a flow chart for explaining an example of control by a control device of the present invention.

FIG. 2 is a diagram showing another part of the flowchart.

FIG. 3 is a diagram schematically showing a drive mechanism and a control system of a vehicle equipped with a continuously variable transmission according to the present invention.

[Explanation of symbols]

1 ... Continuously variable transmission, 3 ... Lock-up clutch, 5 ...
Engine (power source), 13 ... Drive pulley, 14 ... Followed pulley, 15, 16 ... Actuator, 17 ... Belt, 20 ... Drive wheel, 25 ... Transmission electronic control unit (CVT-ECU).

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) F16H 59:16 F16H 59:16 59:46 59:46 63:06 63:06 (72) Inventor Hoshiya Kazumi Aichi Prefecture, Toyota-Cho, 1 Toyota Town, Toyota Motor Co., Ltd. (72) Inventor Yasuhiro Okukai, Toyota, Aichi Toyota-Cho, 1 Toyota Town, F-Term (Reference) 3J053 CA03 CB13 CB14 CB16 CB21 CB22 CB25 CB26 DA01 DA12 DA13 3J552 MA07 MA12 NA01 NB01 PA12 PA59 PA70 RA02 RA03 SA36 SA53 VA15W VA18W VA32Z VA34Z VA37Z VA53Z VA62Z VA74W VA76W VB01Z VB08W VC01Z VC03Z VD02Z VD11Z

Claims (9)

[Claims] 1. A clutch and a continuously variable transmission are arranged in series between a power source and drive wheels, and the clutch and the continuously variable transmission are arranged so as to slip before the continuously variable transmission. A continuously variable transmission in which a torque capacity with a continuously variable transmission is controlled, and further, the torque capacity of at least one of the clutch and the continuously variable transmission is changed based on a condition related to slippage of at least one of the clutch and the continuously variable transmission. In the control device of the drive mechanism including, when the slip of the clutch is a slip other than the slip due to the torque input from the drive wheels, the slip evaluation means for evaluating the slip, and the evaluation result of the slip evaluation means And a clutch torque changing unit that selectively changes the torque capacity of the clutch according to the above. 2. The slip evaluation means evaluates the slip of the clutch based on at least one of the judder phenomenon, the thermal effect on the clutch, and the fuel consumption of the vehicle equipped with the drive mechanism. The control device for the drive mechanism including the continuously variable transmission according to claim 1, wherein the control device is configured to perform the operation. 3. The clutch torque changing means determines the increase speed of the torque capacity of the clutch when the slip evaluating means determines that there is a judder phenomenon associated with the slip of the clutch, and the clutch torque changing means indicates that there is no judder phenomenon. 3. The clutch is configured so as to be faster than the increasing speed of the torque capacity of the clutch when judged by the slip evaluating means.
A control device for a drive mechanism including the continuously variable transmission according to claim 1. 4. A continuously variable transmission torque change for increasing the torque capacity of the continuously variable transmission immediately before the change of the torque capacity of the clutch based on the change of the torque capacity of the clutch by the clutch torque changing means. The control device for the drive mechanism including the continuously variable transmission according to claim 1, further comprising means. 5. A clutch and a continuously variable transmission are arranged in series between the power source and the drive wheels and are connected to each other in series, and the clutch and the continuously variable transmission are arranged so as to slip before the continuously variable transmission. A continuously variable transmission in which a torque capacity with a continuously variable transmission is controlled, and further, the torque capacity of at least one of the clutch and the continuously variable transmission is changed based on a condition related to slippage of at least one of the clutch and the continuously variable transmission. In a control device for a drive mechanism including: a continuously variable transmission slip determination means for determining that slip has occurred in the continuously variable transmission due to a torque input from the drive wheel, and a torque input from the drive wheel. Clutch torque adjusting means for re-adjusting the torque capacity of the clutch when slippage of the continuously variable transmission is determined, and a method for adjusting the torque capacity of the re-adjusted clutch. And a continuously variable transmission torque adjusting means for setting the torque capacity of the continuously variable transmission. 6. The continuously variable transmission torque adjusting means decreases the torque capacity of the continuously variable transmission after increasing the torque capacity, and the amount of decrease is determined immediately before the slip of the continuously variable transmission. The control device for the drive mechanism including the continuously variable transmission according to claim 5, wherein the control device is configured to be different depending on whether the case is not determined. 7. A clutch and a continuously variable transmission are arranged in series between the power source and the drive wheels, and the clutch and the continuously variable transmission are arranged so as to slip before the continuously variable transmission. A continuously variable transmission in which a torque capacity with a continuously variable transmission is controlled, and further, the torque capacity of at least one of the clutch and the continuously variable transmission is changed based on a condition related to slippage of at least one of the clutch and the continuously variable transmission. In a control device of a drive mechanism including: a clutch torque control means for changing the torque capacity of the clutch when the gear ratio of the continuously variable transmission decreases, according to an estimated inertia torque when the gear ratio decreases. A control device for a drive mechanism including a continuously variable transmission characterized by being provided. 8. A clutch and a continuously variable transmission are arranged in series with each other between a power source and a drive wheel, and the clutch and the continuously variable transmission are arranged so as to slip before the continuously variable transmission. A continuously variable transmission in which a torque capacity with a continuously variable transmission is controlled, and further, the torque capacity of at least one of the clutch and the continuously variable transmission is changed based on a condition related to slippage of at least one of the clutch and the continuously variable transmission. In a control device of a drive mechanism including, when a torque capacity of at least one of the clutch and the continuously variable transmission is decreased in accordance with a decrease in an output request amount to the power source, a delay control of the decrease in the torque capacity is performed. A control device for a drive mechanism including a continuously variable transmission, characterized in that it is provided with a delaying means for executing. 9. The delay means reduces both the torque capacity of the clutch and the torque capacity of the continuously variable transmission, and the torque capacity of the continuously variable transmission with respect to the delay amount of the decrease in the torque capacity of the clutch. 9. The control device for the drive mechanism including the continuously variable transmission according to claim 8, wherein the control device is configured to increase the delay amount of the decrease.