JP2014214791A - Control device of transmission of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a transmission for a vehicle which can properly perform a switch gear change between two transmission routes with an automatic transmission having the transmission route including a continuously variable transmission mechanism and the transmission route including a gear row in parallel as an object to be controlled.SOLUTION: In a control device of a transmission for a vehicle in which a continuously variable transmission mechanism and a gear row are arranged in parallel between an input shaft and an output shaft, and which performs power transmission between the input shaft and the output shaft via either of the continuously variable transmission mechanism and the gear row, the control device comprises: execution means (step S14) which executes a gear change for making an actual rotation number of the input shaft follow a target rotation number, and executes a switch gear change between the continuously variable transmission mechanism and the gear row; estimation means (step S10) which estimates a switch gear change time when the switch gear change is executed; and adjusting means (steps S10, S11) which change and adjust the actual start timing of the switch gear change on the basis of the estimated switch gear change time.

Description

  The present invention relates to a control device for a vehicle transmission in which two power transmission paths having different speed ratios are provided in parallel between an input shaft and an output shaft.

  A general engine used as a driving force source of a vehicle has a characteristic that an output torque increases as the rotational speed increases. On the other hand, the driving force required for the vehicle is usually relatively large at low vehicle speeds and relatively small at high vehicle speeds. That is, when a vehicle using an engine as a driving force source travels, torque having a tendency opposite to that of the engine output characteristics is required. Further, when an engine is operated, there are limited operating points at which the efficiency of the engine is improved. Therefore, a vehicle that uses an engine as a driving force source is equipped with a transmission that can appropriately change the gear ratio. Then, by setting the gear ratio appropriately based on the vehicle running state such as the vehicle speed and the accelerator opening with the transmission, the required driving force can be obtained and the engine can be operated at an efficient operating point. It has become.

  Among the transmissions mounted on the vehicle as described above, in a stepped transmission that sets the gear ratio step by step for each gear step, there is a step in the gear ratio to be set, so the engine is always operated efficiently. You cannot drive at. For example, when the engine speed at an efficient operating point is a speed that can be set by the gear ratio between two gear speeds, the time between the shift from one gear speed to the other gear speed Efficiency is reduced in the operating state. Therefore, in recent years, a vehicle equipped with a continuously variable transmission capable of continuously changing a gear ratio instead of a stepped transmission has been widely used.

  As a continuously variable transmission for a vehicle, a belt type continuously variable transmission is widely known. The belt-type continuously variable transmission has a power transmission belt and a pair of pulleys whose belt winding radius changes in size by changing the width of a groove around which the belt is wound. The gear ratio set between the pair of pulleys is changed steplessly by changing the groove width of each pulley to change the winding radius of the belt.

  Further, in order to set a speed ratio larger than the maximum speed ratio of the continuously variable transmission or to set a speed ratio smaller than the minimum speed ratio of the continuously variable transmission, a belt-type continuously variable transmission mechanism and gears Patent Document 1 discloses a configuration of a transmission that is combined with a stepped transmission mechanism of the type. In the transmission having the configuration described in Patent Document 1, a power transmission path is switched between a continuously variable transmission mechanism and a stepped transmission mechanism, so that a speed greater than a maximum transmission ratio that can be set by the continuously variable transmission is obtained. Ratio, or a gear ratio smaller than the minimum gear ratio can be set. As a result, the range of the transmission ratio that can be set for the entire transmission can be increased.

  In the transmission control apparatus described in Patent Document 1, a transmission in which a continuously variable transmission mechanism and a stepped transmission mechanism as described above are provided in parallel is controlled, and the transmission is performed via a stepped transmission mechanism. When switching from a continuously variable transmission path that transmits power to a continuously variable transmission path that transmits power via a continuously variable transmission mechanism, shifting in the continuously variable transmission mechanism is prohibited until the switching is completed. It is configured.

  In Patent Document 2, a direct drive path having a fixed transmission ratio and a continuously variable transmission path provided with a continuously variable transmission are provided in parallel between an input shaft and an output shaft, so that there is no need during direct drive. There is described a continuously variable transmission with a direct coupling mechanism in which a step transmission is idled. And in this patent document 2, when the continuously variable transmission with a direct coupling mechanism as described above is controlled, and the output shaft rotational speed is equal to or higher than the set rotational speed when switching from the continuously variable transmission to the direct coupling drive. Describes a control method for controlling the continuously variable transmission to a target gear ratio on the low speed ratio side with respect to the final transmission at the time of switching to the direct drive.

Japanese Patent Laid-Open No. 3-61762 JP-A-63-121536

  As described above, by configuring the transmission by arranging the stepped transmission mechanism in parallel with the continuously variable transmission mechanism, the range of the transmission ratio that can be set for the entire transmission can be increased. On the other hand, when the power transmission path is switched between the continuously variable transmission mechanism and the stepped transmission mechanism, the gear ratio set in the continuously variable transmission mechanism and the stepped transmission mechanism are changed. The deviation from the gear ratio set in step # 1 will increase. As a result, there is a possibility that the shock at the time of switching becomes large, the driving force becomes insufficient after switching, or the engine speed increases more than necessary.

  In response to such a problem, the transmission control device described in Patent Document 1 described above performs a shift in the continuously variable transmission mechanism until the switching from the stepped transmission mechanism to the continuously variable transmission mechanism is completed. By prohibiting and fixing the gear ratio, it is said that the shift shock at the time of switching can be reduced and the desired power performance can be obtained.

  However, as in the transmission control device described in Patent Document 1, when changing from a stepped transmission mechanism to a continuously variable transmission mechanism, shifting in the continuously variable transmission mechanism is prohibited and the gear ratio is fixed. Therefore, the followability of the actual speed ratio with respect to the target speed ratio in the continuously variable transmission mechanism is degraded. Specifically, as shown in the time chart of FIG. 12, when a so-called switching shift from the stepped transmission mechanism to the continuously variable transmission mechanism is started at time t1, the transmission ratio is changed from the transmission ratio of the stepped transmission mechanism. As the gear ratio of the step transmission mechanism is switched, the actual engine speed or the corresponding actual input shaft speed decreases from time t1 to time t2. At this time, since the gear ratio of the continuously variable transmission mechanism is fixed, there is a divergence between the original target input shaft rotational speed for controlling the continuously variable transmission mechanism on the fuel efficiency optimum line and the actual input shaft rotational speed. Has occurred. The state in which the actual input shaft rotational speed deviates from the target input shaft rotational speed is a state in which the operating point of the continuously variable transmission mechanism deviates from the optimal fuel consumption line. The fuel economy of will deteriorate.

  Then, by switching from the stepped transmission mechanism to the continuously variable transmission mechanism at time t2 as described above, the fixed speed ratio in the continuously variable transmission mechanism is released, and the actual input rotational speed is directed to the original target input shaft rotational speed. To follow. However, until the actual input rotational speed appropriately follows the original target input shaft rotational speed, that is, until the switching gear shift is substantially completed, the time from time t2 to time t3 is further increased. It will take time.

  As described above, when the continuously variable transmission mechanism speed ratio is fixed at the time of switching from the stepped transmission mechanism to the continuously variable transmission mechanism, the follow-up performance in the shift control of the continuously variable transmission mechanism is reduced. A state in which the actual rotational speed deviates from the target rotational speed for controlling the continuously variable transmission mechanism on the optimum line becomes longer. In addition, the time required for the switching shift becomes longer. As a result, the fuel consumption of the vehicle deteriorates, and the driver may feel uncomfortable during the switching shift.

  The present invention has been made paying attention to the technical problem described above, and includes a transmission path including a continuously variable transmission mechanism and another transmission mechanism different from the continuously variable transmission mechanism such as a gear-type stepped transmission mechanism. An automatic transmission for a vehicle having a transmission path including a parallel transmission path as a control target, and a control device for a vehicle transmission capable of appropriately switching between the two transmission paths is provided. It is the purpose.

  In order to achieve the above object, according to the first aspect of the present invention, a transmission gear ratio is continuously changed between an input shaft to which torque is input from an engine of a vehicle and an output shaft that outputs torque to an output member. A first transmission path provided with a first transmission mechanism capable of continuously variable transmission and a second transmission path provided with a second transmission mechanism having a different transmission ratio set from the first transmission mechanism are provided in parallel. In a control device for a vehicle transmission that transmits power between the input shaft and the output shaft via one of the first transmission path and the second transmission path, the engine or the input shaft Execution means for executing a shift to change the actual transmission speed to the target rotation speed and switching a path for performing the power transmission between the first transmission path and the second transmission path; When performing the switching shift , An estimation means for estimating a switching shift time from the start of the switching shift until the actual rotation speed follows the target rotation speed and the switching shift is completed, and the estimated switching shift time And an adjusting means for changing and adjusting the actual start timing of the switching gear shift.

  According to a second aspect of the present invention, in the first aspect of the invention, the adjusting means includes means for advancing the start timing by the switching shift time. Machine control device. It is a control device.

  A third aspect of the present invention is the control device according to the first aspect, wherein the adjusting means includes means for delaying the start timing by the switching shift time.

  According to the first aspect of the present invention, when the transmission path for transmitting power between the input shaft and the output shaft of the transmission is switched between the first transmission path and the second transmission path, that is, the switching shift is performed. When executing, the time from when the execution of the switching shift is instructed until the actual speed of the engine or the input shaft follows the desired target speed and the switching shift is completed is estimated as the switching shift time. The Then, the actual start timing of the switching shift is adjusted based on the estimated switching shift time. Therefore, the switching shift can be executed at an appropriate timing, and as a result, the fuel consumption of the vehicle can be improved. In addition, it is possible to avoid or suppress a situation in which the driver feels uncomfortable or a shift shock due to an inappropriate timing of the switching shift.

  According to the second aspect of the present invention, when the switching shift start timing is adjusted as described above, the switching shift start timing is advanced by the estimated switching shift time. The switching speed change cannot be executed instantaneously because the power transmission is switched between two different transmission paths. Therefore, in the conventional control, the time during which the gear ratio of the first transmission mechanism that performs the continuously variable transmission deviates from the target gear ratio for realizing the optimum driving state becomes longer during execution of the switching gear shift. On the other hand, in the present invention, as described above, since the start timing of the switching gear shift is adjusted so as to be advanced by the switching gear shifting time, the deviation between the gear ratio of the first transmission mechanism and the target gear ratio is prevented. Or it can be suppressed.

  According to the third aspect of the present invention, when the switching shift start timing is adjusted as described above, the switching shift start timing is delayed by the estimated switching shift time. In particular, in an area where the vehicle travels at a low vehicle speed, the engine speed is controlled to be low so as to be advantageous to the fuel consumption of the engine. In this state, if it is attempted to keep the engine speed constant by continuously variable transmission in the first transmission mechanism, the speed of the continuously variable transmission is high, and therefore the shift by the continuously variable transmission is performed during the switching shift. Therefore, in the conventional control, there is a possibility that the driver feels a sense of discomfort or a shift shock during the execution of the switching shift. On the other hand, in the present invention, since the start timing of the switching gear shift is adjusted as described above, the switching gear shift is executed after the continuously variable transmission in the first transmission mechanism is stabilized. As a result, it is possible to avoid or suppress a situation in which the driver feels a sense of discomfort or a shift shock during the switching shift.

It is a figure which shows the structure of the transmission for vehicles used as the object of control by this invention. FIG. 2 is a table collectively showing operating states of clutch mechanisms and brake mechanisms in the vehicle transmission shown in FIG. 1. FIG. It is a flowchart for demonstrating the 1st control example by the control apparatus of the transmission for vehicles which concerns on this invention. FIG. 4 is a diagram for explaining an example of a shift diagram used when executing a first control example shown in FIG. 3. FIG. 4 is a time chart showing a transition of a target gear ratio, a change in rotational speed of an input shaft and an output shaft, and the like when the first control example shown in FIG. 3 is executed. It is a flowchart for demonstrating the 2nd control example by the control apparatus of the transmission for vehicles which concerns on this invention. It is a figure for demonstrating the example of the shift map used when performing the 2nd control example shown in FIG. FIG. 7 is a time chart showing a transition of a target gear ratio, a change in rotational speed of an input shaft and an output shaft, and the like when the second control example shown in FIG. 6 is executed. FIG. 7 is a time chart showing a transition of a target gear ratio, a change in rotational speed of an input shaft and an output shaft, and the like when another example of the second control example shown in FIG. 6 is executed. It is a block diagram for demonstrating the 3rd control example by the control apparatus of the transmission for vehicles which concerns on this invention. FIG. 11 is a time chart showing a transition of a target gear ratio, a change in rotational speed of an input shaft and an output shaft, and the like when the third control example shown in FIG. 10 is executed. It is a time chart for demonstrating the subject at the time of performing switching shift with the conventional control technique.

  The control device according to the present invention targets an automatic transmission mounted on a vehicle. In particular, an automatic transmission to be controlled in the present invention includes a first transmission path having a first transmission mechanism and a second transmission path having a second transmission mechanism between an input shaft and an output shaft. Is formed. The first transmission path and the second transmission path are arranged in parallel between the input shaft and the output shaft. Then, either one of the first transmission path and the second transmission path is selected, and the torque is transmitted between the input shaft and the output shaft of the automatic transmission.

  The first transmission mechanism provided in the first transmission path constitutes a main transmission unit of the automatic transmission. The first speed change mechanism is a speed change mechanism capable of continuously changing the speed change ratio, and is constituted by, for example, a belt-type continuously variable speed change mechanism. On the other hand, the second speed change mechanism provided in the second transmission path constitutes a sub-transmission portion of the automatic transmission. The second transmission mechanism is constituted by, for example, a gear transmission mechanism. Further, the gear transmission mechanism is configured to set a gear ratio that cannot be set by the belt type continuously variable transmission mechanism. Therefore, the gear transmission mechanism is configured by meshing a plurality of gears, and the gear ratio set by the gear ratio (ratio of the number of teeth) is larger than the maximum gear ratio of the belt-type continuously variable transmission mechanism. Or a gear ratio smaller than the minimum gear ratio of the belt-type continuously variable transmission mechanism. When this automatic transmission is mounted on a vehicle, for example, the gear transmission mechanism is a belt-type continuously variable transmission so that a large torque when the vehicle starts is not applied to the belt-type continuously variable transmission mechanism. It is preferable to configure so that a gear ratio larger than the maximum gear ratio of the speed change mechanism can be set. Further, in order to reduce the engine speed in a traveling vehicle and reduce the fuel consumption, the gear transmission mechanism can be configured to be able to set a gear ratio smaller than the minimum gear ratio of the belt-type continuously variable transmission mechanism. preferable.

  An example of a specific configuration of the automatic transmission as described above is shown in FIG. The automatic transmission 1 to be controlled in the present invention is a transmission mounted on a vehicle Ve, and is used by being connected to an engine 2 that is a driving force source of the vehicle Ve. Specifically, for example, a torque converter 3 with a lock-up clutch is connected to the output shaft 2 a of the engine 2. This torque converter 3 has a conventionally known configuration. For example, a turbine runner 3c is disposed opposite to a pump impeller 3b integrated with the front cover 3a. The pump impeller 3b and the turbine runner 3c are held via a one-way clutch (not shown). The stator 3d thus arranged is arranged. Further, a lock-up clutch 4 that rotates integrally with the turbine runner 3c is disposed to face the inner surface of the front cover 3a. Then, according to the pressure difference between both sides of the lockup clutch 4, the lockup clutch 4 contacts the inner surface of the front cover 3a and transmits the torque, and the torque away from the inner surface of the front cover 3a. An open state is set to block transmission of.

  The input shaft 5 of the automatic transmission 1 is connected to the turbine runner 3c in the torque converter 3 described above. A forward / reverse switching mechanism 6 is disposed on the same axis as the input shaft 5. The forward / reverse switching mechanism 6 has a forward state in which torque output from the engine 2 is transmitted to a counter shaft 10a (to be described later) without changing its rotation direction, and torque output from the engine 2 is reversed in rotation direction. This is a mechanism for switching to the reverse state transmitted to the counter shaft 10a.

  In the example shown in FIG. 1, the forward / reverse switching mechanism 6 is constituted by a so-called differential mechanism in which three rotating elements make a differential action with each other. Specifically, the forward / reverse switching mechanism 6 is configured by a double pinion type planetary gear mechanism. The double pinion type planetary gear mechanism constituting the forward / reverse switching mechanism 6 is engaged with a sun gear 6a as an external gear, a ring gear 6b as an internal gear arranged concentrically with the sun gear 6a, and a sun gear 6a. The first pinion gear 6c, the second pinion gear 6c meshed with the first pinion gear 6c and the ring gear 6b, and the carrier 6e holding the first pinion gear 6c and the second pinion gear 6d so as to rotate and revolve. The input shaft 5 is connected to the sun gear 6a. Therefore, the sun gear 6a is an input element. A brake mechanism B that selectively stops the rotation of the ring gear 6b is provided. Therefore, the ring gear 6b is a reaction force element. The brake mechanism B is provided between a fixed part 7 such as a casing and the ring gear 6b. The brake mechanism B can be constituted by, for example, a friction brake such as a multi-plate brake or a meshing brake.

  The carrier 6e is an output element. Between the carrier 6e and the sun gear 6a or the input shaft 5, there is provided a first clutch mechanism C1 for connecting the carrier 6e and the sun gear 6a to integrally rotate the entire planetary gear mechanism. The first clutch mechanism C1 is for setting the forward / reverse switching mechanism 6 to a forward state. The first clutch mechanism C1 only needs to be capable of selectively transmitting and interrupting torque. Therefore, the first clutch mechanism C1 may be either a friction clutch or a meshing clutch. However, it is preferable that the transmission torque capacity is configured by a friction clutch that gradually increases or decreases according to the engagement force.

  A belt type continuously variable transmission mechanism (CVT) 8 is disposed at the end of the input shaft 5 opposite to the engine 2 (left side in the example shown in FIG. 1). This CVT 8 has a conventionally known configuration. That is, a primary pulley 8a that is a driving-side rotating member, a secondary pulley 8b that is a driven-side rotating member, and a belt 8c wound around the primary pulley 8a and the secondary pulley 8b are provided. The primary pulley 8a and the secondary pulley 8b are configured such that the winding radius of the belt 8c changes to a large or small value by changing the width of the groove around which the belt 8c is wound. That is, the gear ratio is changed by changing the width of the groove around which the belt 8c is wound.

  The primary pulley 8a is disposed on the same axis as the input shaft 5 on the opposite side of the engine 2 with the forward / reverse switching mechanism 6 interposed therebetween. A primary shaft 8 d integrated with the primary pulley 8 a is connected to a sun gear 6 a that is an input element in the forward / reverse switching mechanism 6. The secondary pulley 8b is arranged so that the rotation center axis thereof is parallel to the rotation center axis of the primary pulley 8a. Moreover, the secondary shaft 8e provided along the rotation center axis line of the secondary pulley 8b is provided. And the output shaft 9 is arrange | positioned on the same axis line as the secondary shaft 8e. Therefore, the output shaft 9 is parallel to the input shaft 5 described above.

  A second clutch mechanism C2 that selectively connects the output shaft 9 and the secondary shaft 8e is provided between the output shaft 9 and the secondary shaft 8e. The second clutch mechanism C2 may be any mechanism that can selectively transmit and block torque between the secondary pulley 8b and the output shaft 9. Therefore, either a friction clutch or a meshing clutch may be used. However, it is preferable that the transmission torque capacity is configured by a friction clutch that gradually increases or decreases according to the engagement force.

  In the automatic transmission 1 to be controlled in the present invention, a gear train 10 is arranged in parallel with the CVT 8 described above. The gear train 10 is a gear transmission mechanism composed of a plurality of gears. The gear train 10 is configured as a speed change mechanism having a different speed ratio to be set from the CVT 8. Specifically, it is configured as a speed reduction mechanism that sets a speed ratio larger than the maximum speed ratio that can be set by CVT8, or a speed increase mechanism that sets a speed ratio that is smaller than the minimum speed ratio that can be set by CVT8. In the example shown in FIG. 1, the gear train 10 is configured as a speed reduction mechanism.

  Here, as described above, the CVT 8 has a configuration capable of continuously changing the speed ratio, and corresponds to the first speed change mechanism in the present invention. On the other hand, the gear train 10 has a different gear ratio to be set from the CVT 8 as described above, and corresponds to the second speed change mechanism in the present invention. Therefore, the transmission path provided with the CVT 8, that is, the transmission path from the input shaft 5 to the output shaft 9 via the primary pulley 8a and the secondary pulley 8b of the CVT 8 corresponds to the first transmission path in the present invention. . On the other hand, the transmission path provided with the gear train 10, that is, the transmission path from the input shaft 5 to the output shaft 9 via the gear train 10 corresponds to the second transmission path in the present invention.

  Specifically, in the gear train 10, a counter shaft 10 a is arranged in parallel to the input shaft 5 and the output shaft 9. A counter driven gear 10b is attached to one end (right side in the example shown in FIG. 1) of the counter shaft 10a so as to rotate integrally with the counter shaft 10a. The counter driven gear 10b meshes with the drive gear 6f that rotates integrally with the carrier 6e of the forward / reverse switching mechanism 6 described above. The counter driven gear 10b is a gear having a larger diameter than the drive gear 6f. Therefore, torque is amplified and transmitted in the direction from the drive gear 6f to the counter driven gear 10b.

  A counter drive gear 10c is attached to the other end (left side in the example shown in FIG. 1) of the counter shaft 10a so as to rotate integrally with the counter shaft 10a. The counter drive gear 10c is a gear having a smaller diameter than the counter driven gear 10b. The counter drive gear 10c is meshed with a driven gear 10d arranged so as to be able to rotate relative to the output shaft 9 on the output shaft 9 described above. The driven gear 10d has a larger diameter than the counter drive gear 10c. Therefore, torque is amplified and transmitted in the direction from the driven gear 10d to the counter drive gear 10c. Therefore, the gear ratio (gear ratio) of the gear train 10 is obtained by multiplying the gear ratio between the drive gear 6f and the counter driven gear 10b and the gear ratio between the counter drive gear 10c and the driven gear 10d. It becomes. In the example shown in FIG. 1, the gear ratio of the gear train 10 is configured such that the value is larger than the maximum gear ratio of the CVT 8.

  Further, a third clutch mechanism C3 for selectively setting a state in which the driven gear 10d is connected to the output shaft 9 so that power can be transmitted and a state in which the power transmission between the driven gear 10d and the output shaft 9 is interrupted. Is provided. The third clutch mechanism C3 may be configured to switch to two states of engagement and release. That is, there is no need for a configuration in which the transmission torque capacity gradually changes. Therefore, the third clutch mechanism C3 can be configured by a meshing clutch such as a dog clutch or a synchronizer. In the example shown in FIG. 1, the third clutch mechanism C3 is configured such that the sleeve is fitted to a spline formed on the boss portion of the driven gear 10d and a spline formed on the hub of the output shaft 9 to thereby move the driven gear 10d. Is connected to the output shaft 9 by a synchronizer.

  The output shaft 9 is configured to output torque to a drive shaft 13 corresponding to an output member in the present invention via a predetermined gear train 11 and a differential 12. That is, the output gear 9a is attached to the end of the output shaft 9 opposite to the CVT 8 (right side in the example shown in FIG. 1). A large-diameter gear 11a meshing with the output gear 9a is attached to one end (right side in the example shown in FIG. 1) of the reduction gear shaft 11b. A small-diameter gear 11c is attached to the other end (left side in the example shown in FIG. 1) of the reduction gear shaft 11b. The small diameter gear 11c meshes with the ring gear 12a of the differential 12. The differential 12 is configured to transmit the torque transmitted through the ring gear 12a from the left and right drive shafts 13 to drive wheels (not shown).

  An electronic control unit (ECU) 14 that controls the operation of the automatic transmission 1 is provided. As an example, the ECU 14 is mainly composed of a microcomputer. Then, calculation is performed in accordance with a predetermined program based on the input data and data stored in advance, and various states such as forward, reverse, or neutral, and control such as setting of a required gear ratio are executed. It is configured.

  On the other hand, the ECU 14 is configured to receive detection signals and information signals from various sensors. For example, an input shaft rotational speed sensor (not shown) that detects the rotational speed of the input shaft 5, an output shaft rotational speed sensor (not shown) that detects the rotational speed of the output shaft 9, and a driver's accelerator operation amount are detected. An accelerator opening sensor (not shown), a throttle opening sensor (not shown) for detecting the throttle valve opening of the engine 2, and a shift position sensor (not shown) for detecting a shift position selected by a shift device or a shift lever. A detection signal from a wheel speed sensor (not shown) for detecting the rotational speed of each wheel of the vehicle in order to obtain the vehicle speed is input to the ECU 14.

  The automatic transmission 1 configured as described above passes through a torque transmission path (that is, the second transmission path in the present invention) provided with the gear train 10 when starting in the forward direction and when traveling backward. Thus, the torque is transmitted to the output shaft 9. When the vehicle travels forward with the vehicle speed increased to some extent, torque is transmitted from the input shaft 5 to the output shaft 9 via the torque transmission path provided with the CVT 8 (that is, the first transmission path in the present invention). To be controlled. For example, when the drive position is selected by a shift device or a shift lever (not shown), the first clutch mechanism C1 and the third clutch mechanism C3 are engaged, and the second clutch mechanism C2 and the brake mechanism B are released.

  The state of engagement and disengagement of each engagement mechanism when controlling the automatic transmission 1 is collectively shown in the table of FIG. In FIG. 2, “ON” indicates engagement, and “OFF” indicates release.

  When starting in the forward direction, the torque output by the engine 2 is transmitted to the sun gear 6a of the forward / reverse switching mechanism 6 via the input shaft 5 by setting each engagement mechanism as shown in the table of FIG. The Further, it is transmitted to the carrier 6e through the first clutch mechanism C1. In this case, since the two rotation elements of the forward / reverse switching mechanism 6 are connected by the first clutch mechanism C1, the entire forward / reverse switching mechanism 6 is integrated. Therefore, the forward / reverse switching mechanism 6 transmits the input torque from the carrier 6e to the drive gear 6f without causing any speed increasing action and speed reducing action. Further, since the driven gear 10d in the gear train 10 is connected to the output shaft 9 by the third clutch mechanism C3, the torque of the input shaft 5 is transmitted to the output shaft 9 via the gear train 10. Then, torque is transmitted from the output gear 9a to the left and right drive wheels via the gear train 11 and the differential 12, and the vehicle starts.

  As described above, torque is transmitted from the input shaft 5 to the output shaft 9 via the gear train 10 when starting, and the gear train 10 functions as a speed reduction mechanism. In this case, the gear ratio is larger than the maximum gear ratio that can be set by the CVT 8. As a result, a large driving force can be obtained for the vehicle. Further, the CVT 8 is not subjected to a large torque at the start. For this reason, it is not necessary to increase the hydraulic pressure for setting the transmission torque capacity of the CVT 8. Therefore, consumption of power for generating hydraulic pressure is reduced, fuel consumption can be improved, and durability of CVT 8 can be improved.

  When the vehicle speed is increased to a predetermined vehicle speed after starting, the first clutch mechanism C1 is released with the gear ratio of the CVT 8 set to the maximum gear ratio or a gear ratio close thereto. At the same time, the second clutch mechanism C2 is engaged. In this case, the forward / reverse switching mechanism 6 is in a state of so-called free rotation because the first clutch mechanism C1 is further released while the brake mechanism B is released. As a result, power transmission between the input shaft 5 and the gear train 10 is interrupted. On the other hand, the secondary pulley 8b is connected to the output shaft 9 by the second clutch mechanism C2. As a result, the input shaft 5 and the output shaft 9 are coupled so as to transmit torque via the CVT 8. Therefore, the engine speed can be set to a speed with good fuel consumption by gradually decreasing the gear ratio by the CVT 8 or changing it according to the vehicle speed and the accelerator opening.

  When switching from the torque transmission state via the gear train 10 to the torque transmission state via the CVT 8 as described above, since the gear ratio by the gear train 10 is larger than the maximum gear ratio of the CVT 8, the gear ratio or driving force is Will change. Therefore, when the first clutch mechanism C1 is released and the second clutch mechanism C2 is engaged, the first clutch mechanism C1 and the second clutch mechanism C2 are controlled to be slippingly engaged. That is, the engagement pressure of the second clutch mechanism C2 is gradually increased, and the transmission torque capacity is gradually increased. At the same time, the engagement pressure of the first clutch mechanism C1 is gradually reduced, and the transmission torque capacity is gradually reduced. This control is conventionally known as clutch-to-clutch control. By doing so, the torque of the output shaft 9 can be smoothly changed and the shift shock can be suppressed.

  On the other hand, when traveling backward, as shown in FIG. 2, the first clutch mechanism C1 and the second clutch mechanism C2 are released, and the third clutch mechanism C3 and the brake mechanism B are engaged. In this case, in the forward / reverse switching mechanism 6, torque from the engine 2 is input to the sun gear 6a with the ring gear 6b fixed by the brake mechanism B. Therefore, the carrier 6e rotates in the opposite direction with respect to the sun gear 6a. Therefore, as in the case of starting during forward traveling, torque is transmitted from the input shaft 5 to the output shaft 9 via the gear train 10, and the output shaft 9 rotates in the reverse traveling direction. The gear ratio in this case is a gear ratio obtained by multiplying the gear ratio by the gear train 10 and the gear ratio by the planetary gear mechanism constituting the forward / reverse switching mechanism 6. Then, torque is transmitted from the output gear 9a to the left and right drive wheels via the gear train 11 and the differential 12, and the vehicle travels backward.

  Then, as shown in FIG. 2, the neutral state in which the power transmission between the engine 2 and the output shaft 9 is interrupted can be set by opening both the first clutch mechanism C1 and the second clutch mechanism C2. it can. Thus, by controlling the engagement / release state of the first clutch mechanism C1, the second clutch mechanism C2, the third clutch mechanism C3, and the brake mechanism B, and controlling the operation of the forward / reverse switching mechanism 6, A forward state, a reverse state, and a neutral state can be set, respectively. In other words, a forward rotation state in which torque in the same rotational direction as that of the power source is output from the output shaft 9, a reverse state in which torque in the rotation direction opposite to that of the power source is output from the output shaft 9, and a relationship between the power source and the output shaft 9 Any of the neutral states that cut off the power transmission between them can be selectively set.

  As described above, the automatic transmission 1 to be controlled in the present invention is configured so that the clutch is used when performing a switching shift between the first transmission path having the CVT 8 and the second transmission path having the gear train 10. -By executing the toe clutch control, it is possible to suppress the engagement shock in the clutch mechanism at the time of switching. Then, when performing such a switching shift, the conventional control technique uses, for example, a clutch for the switching shift in order to prevent an increase in the gear ratio difference between the first transmission path and the second transmission path. During the execution of the to-clutch control, the transmission ratio of the CVT 8 is fixed. However, as described above, when the gear ratio of the CVT 8 is fixed when the switching gear shift is executed, the difference between the actual gear ratio and the target gear ratio in the CVT 8 increases while the switching gear shift is executed. There is a possibility that the fuel consumption of the vehicle Ve is deteriorated or that the driver feels uncomfortable.

  Therefore, in the control device according to the present invention, when performing the above-described switching shift, switching is appropriately performed so as not to deteriorate the fuel consumption of the vehicle Ve and to give the driver a sense of incongruity or shock. It is comprised so that shifting can be performed. Hereinafter, an example of the control will be described.

(First control example)
FIG. 3 is a flowchart for explaining a first control example executed by the control device according to the present invention. The routine shown in this flowchart is repeatedly executed every predetermined short time. In FIG. 3, first, a target total gear ratio is obtained (step S1). This target total gear ratio is a gear ratio to be set in the automatic transmission 1, that is, a ratio between the input shaft speed of the input shaft 5 and the output shaft speed of the output shaft 9. Specifically, the vehicle speed at the present time of the vehicle Ve and the accelerator opening or the accelerator opening are set as target values of the transmission ratio for satisfying the driving force requirement of the driver and driving the vehicle Ve with appropriate fuel consumption. It is obtained based on the throttle opening of the corresponding engine 2.

  When the target total speed ratio is obtained in step S1, it is determined whether or not the target total speed ratio is larger than a continuously variable speed threshold (maximum continuously variable speed ratio) (step S2). In other words, it is determined whether or not the target total speed ratio obtained in step S1 is a speed ratio in the continuously variable speed range. In the control example described here, it is assumed that the automatic transmission 1 has a configuration in which the speed ratio set by the gear train 10 is larger than the maximum continuously variable speed ratio that can be set by the CVT 8. Therefore, in this step S2, it is determined whether or not the target total speed ratio is larger than the continuously variable transmission threshold value, that is, whether or not the target total speed ratio is a speed ratio in the continuously variable speed range. When the automatic transmission 1 has a configuration in which the speed ratio set by the gear train 10 is smaller than the minimum continuously variable speed ratio that can be set by the CVT 8, the target total speed ratio is the continuously variable speed threshold (in this case, It is determined whether it is smaller than the minimum stepless transmission ratio).

  Specifically, the determination in step S2 can be performed using a map as shown in FIG. That is, the obtained target total speed ratio is applied to the map shown in FIG. 4, and the target total speed ratio is determined by determining whether the target total speed ratio belongs to the fixed speed range or the continuously variable speed range. It can be determined whether or not the ratio is a gear ratio within the continuously variable transmission region.

  The map shown in FIG. 4 is a map for determining a switching shift, and is set in advance based on the configuration of the automatic transmission 1. As shown in FIG. 4, the map for determining the switching speed change is set in a fixed speed change area in which a speed ratio area set in the second transmission path including the gear train 10 is determined and in the first transmission path including the CVT 8. It is a simple map represented by two areas in a continuously variable transmission area in which a speed ratio area is determined. By applying such a simple map, it is possible to easily determine whether or not a switching shift is necessary. Further, FIG. 4 shows a shift diagram for shift control in the stepped transmission mechanism when the gear train 10 in the second transmission path is configured as a stepped transmission mechanism capable of setting a plurality of transmission ratios. It can be integrated into the map for switching speed change determination. Therefore, it is possible to reduce the calculation load on the ECU 14 when the shift control is executed. In addition, an increase in the amount of memory for storing maps and the like can be suppressed.

  If the target total speed ratio is larger than the continuously variable speed threshold, that is, the target total speed ratio is a speed ratio belonging to the fixed speed range, if the determination in step S2 is affirmative, go to step S3. move on. Then, gear shift control is executed to realize the target total gear ratio by fixed shift in the second transmission path provided with the gear train 10. In this case, the transmission ratio of the CVT 8 in the first transmission path is set to the fixed transmission adoption transmission ratio. The fixed transmission gear ratio is a transmission ratio for making the transmission ratio of the CVT 8 close to the transmission ratio of the gear train 10 and waiting in preparation for a switching transmission from the first transmission path to the second transmission path.

  Therefore, in this case, the maximum continuously variable transmission ratio of CVT 8 or a speed ratio close thereto is set. When the power transmission path of the automatic transmission 1 is set to the first transmission path at the present time, a switching shift for switching the power transmission path from the first transmission path to the second transmission path is also executed. If the power transmission path of the automatic transmission 1 is currently set to the second transmission path, this state is maintained and the shift control via the gear train 10 is continued. Thereafter, this routine is once terminated.

  On the other hand, if the target total gear ratio is equal to or less than the continuously variable transmission threshold value, that is, if the target total gear ratio is a gear ratio belonging to the continuously variable transmission region, a negative determination is made in step S2, Proceed to step S4. Then, shift control is executed to achieve the target total gear ratio by continuously variable transmission in the first transmission path provided with CVT8. If the power transmission path of the automatic transmission 1 is set to the second transmission path at the present time, the power transmission path is switched from the second transmission path to the first transmission path. In other words, the switching gear shift from the second transmission path to the first transmission path is executed together. If the power transmission path of the automatic transmission 1 is currently set to the first transmission path, that state is maintained and the continuously variable transmission control by the CVT 8 is continued. Thereafter, this routine is once terminated.

  The time chart of FIG. 5 shows changes in the rotational speeds of the input shaft and the output shaft, and transitions of the target gear ratio and the actual gear ratio when the first control example shown in the flowchart of FIG. 3 is executed. In this example, the first transmission path provided with CVT 8 is changed from the state where power is transmitted via the second transmission path provided with gear train 10, for example, when the vehicle Ve restarts after stopping. The example in the case of switching to the state which transmits power via is shown.

  In the time chart of FIG. 5, when the driver's accelerator operation is performed at time t11 and the vehicle Ve is started, the actual input rotational speed transmitted to the input shaft 5 gradually follows the target input shaft rotational speed. To increase. When the actual input shaft rotational speed reaches the target input shaft rotational speed at the time of continuously variable transmission at time t12, the target total speed ratio with respect to the entire automatic transmission 1 is gradually reduced. In other words, the target total gear ratio is lowered so as to approach the maximum continuously variable gear ratio of CVT 8 in preparation for a shift gear shift from gear train 10 to CVT 8.

  When the target total gear ratio reaches the continuously variable transmission threshold (that is, the maximum continuously variable gear ratio as described above or a gear ratio close thereto) at time t13, the shift gear shift from the gear train 10 to the CVT 8 is executed. Specifically, the target input shaft rotational speed is set by switching from the target input shaft rotational speed at the time of adopting the fixed shift to the target input shaft rotational speed at the time of continuously variable transmission. Then, after time t13, the automatic transmission 1 performs power transmission via the CVT 8, and continuously variable control by the CVT 8.

(Second control example)
FIG. 6 is a flowchart for explaining a second control example executed by the control device according to the present invention. In the first control example described above, until the target total gear ratio exceeds the continuously variable transmission threshold, the actual input shaft rotation speed, that is, the actual engine rotation speed is increased, so that the clutch engaged at the time of the switching shift is performed. There may be a case where a rotational speed difference occurs in the mechanism, or a deterioration in fuel consumption may occur because the gear ratio of CVT 8 deviates from the fuel efficiency optimum line. Therefore, the present invention, as shown as the second control example, takes the switching shift time required for the switching shift into consideration, and executes the switching shift by preceding the switching shift time by the above-described problem. It is configured to solve. In the second control example, the automatic transmission 1 switches from the state in which the second transmission path for transmitting power via the gear train 10 is selected to the first transmission path for transmitting power via the CVT 8. It is assumed that a shift is executed.

  In FIG. 6, first, based on the accelerator opening or the throttle opening of the engine 2 and the output shaft rotational speed, the switching shift time required until the switching shift is completed when the switching shift is currently executed is estimated. (Step S10). Specifically, a differential value of the accelerator opening (or throttle opening) detected by the accelerator opening sensor (or throttle opening sensor) is calculated as pre-reading information of the accelerator opening (or throttle opening). Further, a differential value of the output shaft rotational speed (or vehicle speed) is calculated as pre-read information of the output shaft rotational speed (or vehicle speed) detected by the output shaft rotational speed sensor (or wheel speed sensor).

  Thus, by calculating the differential values of the accelerator opening (or throttle opening) and the output shaft rotation speed (or vehicle speed), the accelerator opening (or throttle opening) and the output shaft rotation speed (or vehicle speed) are calculated. You can know the change tendency and change speed. Then, the switching speed as described above can be estimated from the changing tendency or changing speed of the accelerator opening (or throttle opening) and the output shaft speed (or vehicle speed).

  Using the pre-reading information on the accelerator opening (or throttle opening) and the pre-reading information on the output shaft rotational speed (or vehicle speed) obtained as described above, it is determined whether or not a switching shift is necessary (step S11). That is, in this case, the switching shift from the second transmission path to the first transmission path, that is, the necessity of the switching shift from the fixed shifting state to the continuously variable shifting state is preceded by the estimated switching shifting time. To be judged.

  Specifically, it can be performed using a switching shift map in which a fixed / stepless switching line as shown in FIG. 7 is shown. The switching shift map shown in FIG. 7 is similar to a shift map showing shift lines used in shift control in a conventional stepped transmission, for example, and the accelerator opening (or throttle opening) and output shaft rotation speed (or As the shift lines for determining the execution timing of the switching shift from the (vehicle speed), “fixed → continuous switching line” and “continuously → fixed switching line” are described. On the switching shift map shown in FIG. 7, a region on the side where the output shaft rotational speed is low with the “fixed to continuously variable switching line” as a boundary line is a fixed shifting region. On the other hand, the region on the side where the output shaft rotational speed is high with the “fixed to continuously variable switching line” as the boundary line is the continuously variable transmission region. Therefore, when the operating point exceeds the “fixed to continuously variable switching line” indicated by the solid line in FIG. 7, the execution of the switching shift from the second transmission path to the first transmission path is started. Is to be judged. In addition, when the operating point exceeds the “stepless → fixed switching line” indicated by the broken line in FIG. 7 in the direction in which the output shaft rotational speed decreases, execution of switching gear shifting from the first transmission path to the second transmission path is performed. The start is judged.

  In the present invention, the pre-reading information on the accelerator opening (or throttle opening) and the pre-reading information on the output shaft speed (or vehicle speed) obtained as described above with respect to the switching shift map shown in FIG. Is applied to determine whether or not a switching shift is necessary. That is, the estimated shift speed is taken into consideration, and whether or not the shift speed is necessary is determined under a condition that is advanced by the switch speed time. Accordingly, when the switching shift is executed thereafter, the switching shift is executed in a state where the start is advanced by the switching shift time than usual.

  Since there is still no execution determination of the switching gear shift from the second transmission path to the first transmission path, that is, the operating point of the automatic transmission 1 is still in the fixed shift region on the switching shift map shown in FIG. If a positive determination is made in step S11, the process proceeds to step S12. And the state of the fixed transmission which transmits motive power via the 2nd transmission path provided with the gear train 10 is maintained, and the transmission ratio of CVT8 in the 1st transmission path is set to the fixed transmission adoption speed ratio. . The fixed transmission gear ratio is a transmission ratio for making the transmission ratio of the CVT 8 close to the transmission ratio of the gear train 10 and waiting in preparation for a switching transmission from the first transmission path to the second transmission path. Therefore, in this case, the maximum continuously variable transmission ratio of CVT 8 or a speed ratio close thereto is set. Thereafter, this routine is once terminated.

  On the other hand, the execution determination of the switching shift from the second transmission path to the first transmission path has been made, that is, the operating point of the automatic transmission 1 is determined from the fixed transmission range on the switching shift map shown in FIG. If it is determined negative in step S11 that the operation point has shifted to the continuously variable speed range, that is, the operating point has exceeded the “fixed to continuously variable line” in the direction in which the output shaft rotational speed increases, Proceed to step S13. And the target gear ratio in CVT8 of a 1st transmission path is calculated | required.

  In the present invention, even when the target gear ratio of CVT 8 is calculated in step S13, the pre-reading information of the accelerator opening (or throttle opening) estimated in step S10 and the pre-reading of the output shaft speed (or vehicle speed) are performed. Information is used. That is, the target gear ratio of CVT 8 is obtained under the condition that the estimated switching gear shift time is taken into consideration and the switch gear shifting time is advanced in the same manner as in the case of determining whether or not the switching gear shift is necessary in step S11 described above. .

  Subsequently, shift control is executed to realize a target gear ratio (total gear ratio) as a whole of the automatic transmission 1 by continuously variable transmission in the first transmission path provided with the CVT 8. Then, the power transmission path of the automatic transmission 1 is switched from the second transmission path to the first transmission path. That is, the shift gear shift from the gear train 10 to the CVT 8 is also executed. Thereafter, this routine is once terminated.

  The time chart of FIG. 8 shows changes in the rotational speeds of the input shaft and the output shaft and transitions of the target gear ratio and the actual gear ratio when the second control example shown in the flowchart of FIG. 6 is executed. In this example, the first transmission path provided with CVT 8 is changed from the state where power is transmitted via the second transmission path provided with gear train 10, for example, when the vehicle Ve restarts after stopping. The example in the case of switching to the state which transmits power via is shown.

  In the time chart of FIG. 8, when the driver's accelerator operation is performed at time t21 and the vehicle Ve is started, the actual input rotational speed transmitted to the input shaft 5 gradually follows the target input shaft rotational speed. To increase. At time t22, when the operating point (that is, the estimated operating point) of the automatic transmission 1 moves from the fixed transmission region to the continuously variable transmission region on the switching transmission map shown in FIG. Switching to the first transmission path is started. At this time, the operating point of the automatic transmission 1 which is a reference when determining the execution of the switching gear shift is the operating point estimated based on the pre-reading information on the accelerator opening and the pre-reading information on the output shaft rotational speed as described above. is there.

  Here, when the first embodiment described above is shown on the time chart of FIG. 8, it becomes like a hatched portion. That is, assuming that the start time of a normal switching gear shift to which the present invention is not applied is time t23, the actual input shaft rotation speed of the automatic transmission 1 has an unavoidable response delay after the switching gear shift is started from that time t23. Thus, the time at which the switching shift is completed following the target input shaft speed is time t24. Therefore, the period from time t23 to time t24 is the switching speed change time.

  On the other hand, in the present invention shown in the second embodiment, as described above, by using the pre-reading information on the accelerator opening and the pre-reading information on the output shaft rotation speed, the switching shift time in the switching shift is estimated. Then, the actual switching shift is executed by being advanced by the estimated switching shift time.

  As shown in the second embodiment above, according to the present invention, the transmission path for transmitting power between the input shaft 5 and the output shaft 9 of the automatic transmission 1 is divided into the first transmission path and the second transmission path. When executing the switching shift to be switched between the path and the execution of the switching shift is instructed until the actual input shaft rotational speed of the input shaft 5 follows the target input shaft rotational speed until the switching shift is completed. Is estimated as the switching shift time. Then, the actual switching start time is advanced by the estimated switching shift time. Therefore, the switching shift can be executed at an appropriate timing that also takes into account the inevitable response delay of the shift control. For example, the deviation between the actual transmission ratio of the CVT 8 after the switching shift and the target transmission ratio is prevented or suppressed. be able to. As a result, the fuel efficiency of the vehicle Ve can be improved. In addition, it is possible to avoid or suppress a situation in which the driver feels uncomfortable or a shift shock due to an inappropriate timing of the switching shift.

  In the present invention, as in the second embodiment, the switching shift time is estimated, and the control for advancing the actual start timing of the switching shift based on the estimated switching shift time is applied. It is also possible to control so as to delay the actual start timing of the switching shift based on the estimated switching shift time. A control example in which the actual start timing of the switching shift is delayed based on the estimated switching shift time is shown in the time chart of FIG. In this example as well, for example, when the vehicle Ve restarts after stopping, the first transmission path provided with the CVT 8 is changed from the state where power is transmitted via the second transmission path provided with the gear train 10. The example in the case of switching to the state which transmits power via is shown.

  In the time chart of FIG. 9, when the driver's accelerator operation is performed at time t31 and the vehicle Ve is started, the actual input rotational speed transmitted to the input shaft 5 gradually follows the target input shaft rotational speed. To increase. When the actual input shaft rotational speed of the CVT 8 reaches the target input shaft rotational speed at time t22, the switching shift time when the switching shift is started from that point is estimated. This switching speed change time can be obtained in the same manner as in the control example described above.

  In the control example shown in the time chart of FIG. 9, contrary to the control example described above, the start timing is delayed by the estimated switching shift time, and the actual switching shift is executed. . As described above, in the region where the vehicle Ve travels at a low vehicle speed, the engine 2 is controlled so that the engine speed is kept low so as to be advantageous for fuel consumption. On the other hand, in the low vehicle speed range, the shift sensitivity and shift speed of the CVT 8 are high, that is, the shift response is high compared to the case of the high vehicle speed range. For this reason, when the switching gear shift is executed in this state, the CVT 8 tries to keep the engine speed constant by the infinite gear shift, while the CVT 8 has a high gear shifting speed. Shifting by shifting is performed. As a result, as shown by the broken line in the time chart of FIG. 9, the actual input shaft rotational speed that the target input shaft rotational speed follows changes in two stages, which causes the driver to feel uncomfortable or shocked. There is.

  On the other hand, in the present invention, as described above, the start timing of the switching shift is adjusted to be delayed. Therefore, after the continuously variable transmission in CVT 8 is stabilized, the switching transmission is executed. As a result, a situation in which the driver feels uncomfortable or shocks as described above can be avoided.

(Third control example)
FIG. 10 is a block diagram for explaining a third control example executed by the control device according to the present invention. The third control example is an example in which the execution determination of the switching shift and the continuously variable transmission control in the CVT 8 are simultaneously calculated, and the switching shift and the continuously variable shifting in the CVT 8 are executed in cooperation.

  In the third control example, as shown in the block diagram of FIG. 10, the ECU 14 includes a vehicle state determination unit (block B1), a switching shift determination unit (block B2), a continuously variable transmission determination unit (block B3), and An output unit (block B4) corresponding to the determination result of the switching shift determination unit and an output unit (block B5) corresponding to the determination result of the continuously variable shift determination unit are provided.

  In the vehicle state determination unit (block B1), the current traveling state of the vehicle Ve is determined based on information such as the output shaft speed or the vehicle speed, the accelerator opening degree, or the throttle opening degree. The driver's driving intention is estimated. Specifically, as the driver's intention to travel, it is estimated and determined whether the vehicle is intended to travel with priority on acceleration and shift stability or is intended to travel with priority on fuel consumption. Such a driver's intention to travel can be estimated based on an operation amount and an operation speed when the driver operates the accelerator opening. For example, it can be estimated that the driver intends to travel with priority on acceleration as the operation amount and the operation speed of the accelerator operation increase. Further, when a certain amount of operation is continued for a predetermined time or more, it can be estimated that the driver intends traveling with priority on fuel consumption.

  In this vehicle state determination unit, the contents of the cooperative control between the switching shift and the continuously variable transmission in the CVT 8 are determined based on the traveling state of the vehicle Ve determined or estimated as described above and the driver's intention to travel. The For example, when it is estimated that the driver's intention to travel is prioritizing acceleration and shift stability, a control mode that fixes the transmission ratio of the CVT 8 is selected during execution of the switching shift as in the conventional control. The Further, when it is estimated that the driver's intention to travel is prioritizing fuel efficiency, and when the throttle opening range is set so as to prioritize fuel efficiency, the first embodiment and the second embodiment described above. As in the embodiment, the control mode is selected in which the switching shift is executed according to the vehicle speed (or output shaft speed) and the throttle opening (or the accelerator opening) without fixing the transmission ratio of the CVT 8.

  In the switching shift determination unit (block B2), for example, the necessity of the switching shift is determined using the map of FIG. 4 or the map of FIG. That is, for example, by determining which region on the map the operating point determined from the output shaft speed (or vehicle speed) and the accelerator opening (or throttle opening) belongs to, it is necessary to determine whether or not to perform a switching shift. Can do. And the instruction | indication of the control content based on the determination result is output from an output part (block B4).

  In the continuously variable determination unit (block B3), for example, the speed ratio set by the CVT 8 is obtained as the target continuously variable speed ratio based on a speed change map in which a conventional fuel efficiency optimum line is marked. An instruction of continuously variable transmission control for causing the actual transmission ratio to follow the target continuously variable transmission ratio is output from the output unit (block B5).

  The time chart of FIG. 11 shows changes in the rotational speeds of the input shaft and the output shaft and the transitions of the target gear ratio and the actual gear ratio when the third control example shown in the block diagram of FIG. 10 is executed. . In the time chart of FIG. 11, when the driver's accelerator operation is performed at time t41 and the vehicle Ve is started or accelerated, the actual input rotational speed transmitted to the input shaft 5 follows the target input shaft rotational speed. Gradually increase. In the third control example, as described above, the method of executing the switching shift is changed according to the traveling state of the vehicle Ve and the driving intention of the driver. For example, when it is estimated that the driver's intention to travel is prioritizing acceleration and shift stability, the start of the switching shift is instructed at time t42, and the contents as shown in the second control example described above are given. A switching shift is executed. Further, for example, when the vehicle Ve is traveling in a predetermined low vehicle speed range, the start of the switching gear shift is instructed at time t43, and the contents of the control example shown in the time chart of FIG. A switching shift is executed.

  As described above, in the third control example, the control content of the switching gear shift and the continuously variable transmission in the CVT 8 is appropriately changed based on the traveling state of the vehicle Ve and the driver's driving intention, and the switching gear shift and the CVT 8 The step shift is appropriately executed.

  Here, the relationship between the above-described specific example and the present invention will be briefly described. The functional means for executing step S14 corresponds to the “execution means” in the present invention. The functional means for executing step S10 corresponds to the “estimating means” in the present invention. The functional means for executing steps S10 and S11 corresponds to the “adjustment means” in the present invention.

  In the specific example described above, in the configuration of the automatic transmission 1, an example in which the gear ratio by the gear train 10 is larger than the maximum gear ratio of the CVT 8 is shown. However, the automatic transmission 1 to be controlled in the present invention is shown. May be configured such that a gear ratio that cannot be set by the CVT 8 is set by the gear train 10. Therefore, in the automatic transmission 1 of the present invention, for example, the gear ratio by the gear train 10 can be configured to be smaller than the minimum gear ratio in the CVT 8. In such a configuration, when the lockup clutch 4 is engaged or when the engine 2 is driven with a low load, the engine speed can be made lower than that when the torque is transmitted by the CVT 8. Therefore, the fuel consumption of the engine 2 can be further improved. Further, the gear train 10 may be configured such that a plurality of gear ratios can be selectively set.

  DESCRIPTION OF SYMBOLS 1 ... Automatic transmission, 2 ... Engine, 5 ... Input shaft, 8 ... Belt-type continuously variable transmission mechanism (CVT; 1st transmission mechanism), 9 ... Output shaft, 10 ... Gear train (2nd transmission mechanism), 13 ... Drive shaft (output member), 14 ... Electronic control unit (ECU), B ... Brake mechanism, C1 ... First clutch mechanism, C2 ... Second clutch mechanism, C3 ... Third clutch mechanism, Ve ... Vehicle.

Claims (3)

A first transmission provided with a first transmission mechanism capable of continuously variable transmission that continuously changes a gear ratio between an input shaft that receives torque from an engine of the vehicle and an output shaft that outputs torque to an output member. A path and a second transmission path provided with a second transmission mechanism having a different speed ratio set from the first transmission mechanism are provided in parallel, and either one of the first transmission path or the second transmission path is provided. In a control device for a vehicle transmission that transmits power between the input shaft and the output shaft via,
A switching shift that executes a shift that causes the actual actual rotation speed of the engine or the input shaft to follow the target rotation speed and that switches a path for performing the power transmission between the first transmission path and the second transmission path. Execution means for executing
An estimation means for estimating a switching shift time from when the switching shift is started until the actual rotation speed follows the target rotation speed and the switching shift is completed when the switching shift is executed; ,
A control device for a vehicular transmission, comprising: adjusting means for changing and adjusting an actual start timing of the switching shift based on the estimated switching shift time.
2. The control device for a vehicle transmission according to claim 1, wherein the adjusting means includes means for advancing the start timing by the switching shift time.
  2. The control device for a vehicle transmission according to claim 1, wherein the adjusting means includes means for delaying the start timing by the switching shift time.

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