JP2016035296A - Transmission and transmission control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a transmission for suppressing judder or shift shock.SOLUTION: A transmission 4 comprises: a continuously variable transmission mechanism 20; and a sub-transmission mechanism 30 that includes friction fastening elements 32 to 34, the sub-transmission mechanism 30 can select a first gear position and a second gear position, a transmission gear ratio of the second gear position is lower than a transmission gear ratio of the first gear position, the friction fastening element 33 is engaged at the second gear position, a first control to start changing the second gear position to the first gear position can be implemented at a first degree of opening of an accelerator pedal, a second control to start changing the second gear position to the first gear position can be implemented at a second degree of opening of the accelerator pedal, the second degree of opening of the accelerator pedal is higher than the first degree of opening of the accelerator pedal, the first control is implemented when time for using the friction fastening element 33 is shorter than predetermined use time, and the second control is implemented when the time for using the friction fastening element 33 is not shorter than the predetermined use time.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a transmission and a control method thereof.

  In addition to a belt-type continuously variable transmission, a transmission that includes a sub-transmission mechanism having a gear stage and has an increased ratio coverage by switching the gear stage of the sub-transmission mechanism according to the running state of the vehicle is disclosed in Patent Document 1. Is disclosed. The shift speed of the subtransmission mechanism is changed by fastening and releasing a plurality of frictional engagement elements.

JP 2010-230117 A

  When changing the gear position of the subtransmission mechanism from the second speed to the first speed, the hydraulic pressure supplied to the High clutch of the subtransmission mechanism is reduced and the High clutch is slid in the inertia phase.

  For example, judder is likely to occur when the supply hydraulic pressure of the high clutch is lowered and the high clutch is changed from the engaged state to the slip state at the time of sliding. That is, the smaller the difference in rotational speed between the drive side (input side) and the driven side (output side) of the high clutch, the more easily judder occurs.

  Further, judder is likely to occur when the usage time of the high clutch is short, the usage time becomes long, and it becomes difficult to occur when the high clutch is used.

  Furthermore, judder is more likely to occur as the torque input to the high clutch increases, that is, as the accelerator pedal opening increases. On the other hand, it is also possible to suppress the occurrence of judder by permitting the change of the auxiliary transmission mechanism from the second speed to the first speed only when the accelerator pedal opening is small. However, when the accelerator pedal opening is small, the driver does not have an acceleration request, and a shift shock at the time of changing from the second speed to the first speed may cause the driver to feel uncomfortable.

  This invention is invented in view of the said problem, and it aims at suppressing the discomfort given to a driver | operator, suppressing generation | occurrence | production of judder.

  A transmission according to an aspect of the present invention is a transmission including a continuously variable transmission mechanism and a sub-transmission mechanism having a friction engagement element, and the sub-transmission mechanism includes a first gear stage and a second gear stage. The gear ratio of the second gear stage is smaller than the gear ratio of the first gear stage, and at the second gear stage, the friction engagement element is in the engaged state, and the first accelerator pedal opening degree The first control for starting the change from the second shift stage to the first shift stage can be executed, and the change from the second shift stage to the first shift stage is started at the second accelerator pedal opening degree. The second control can be executed, the second accelerator pedal opening is larger than the first accelerator pedal opening, and when the usage time of the friction engagement element is less than the predetermined use time, the first control is executed, and the friction engagement element When the usage time is equal to or longer than the predetermined usage time, the second control is executed.

  A transmission control method according to another aspect of the present invention includes a continuously variable transmission mechanism and a sub-transmission mechanism having a frictional engagement element. The sub-transmission mechanism includes a first gear stage and a second gear stage. The gear ratio of the second gear stage is smaller than the gear ratio of the first gear stage, and at the second gear stage, the friction engagement element is in the engaged state, and the first accelerator pedal opening degree When the second accelerator pedal opening is larger than the first accelerator pedal opening, the first control for starting the change from the second gear to the first gear can be executed. A control method for controlling a transmission capable of executing a second control for starting a change to a gear position, wherein the first control is executed when the usage time of the frictional engagement element is less than a predetermined usage time, and the friction When the usage time of the fastening element is equal to or longer than the predetermined usage time, the second control is executed.

  According to these aspects, since the first control is executed when the usage time of the frictional engagement element is less than the predetermined usage time, the occurrence of judder can be suppressed. Further, since the second control is executed when the usage time of the frictional engagement element is equal to or longer than the predetermined usage time, it is possible to suppress the driver from feeling uncomfortable due to the shift shock.

1 is a schematic configuration diagram of a vehicle according to a first embodiment of the present invention. It is a figure which shows the internal structure of a controller. It is a flowchart explaining 2-1 shift control. It is a figure which shows the change of the slip amount in the familiar High clutch. It is a figure which shows the change of the slip amount in a new high clutch. It is a time chart which shows the change of the supply hydraulic pressure of the High clutch in the inertia phase of 2-1 speed change. It is a map which shows the relationship between use time and a familiarity coefficient.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In the following description, the “transmission ratio” of a transmission mechanism is a value obtained by dividing the input rotational speed of the transmission mechanism by the output rotational speed of the transmission mechanism.

  FIG. 1 is a schematic configuration diagram of a vehicle according to an embodiment of the present invention. The vehicle includes an engine 1 as a drive source, and the output rotation of the engine 1 is input to a pump impeller 2a of a torque converter 2 with a lock-up clutch 2c. , Simply referred to as “transmission 4”), the second gear train 5, and the actuating device 6.

  The transmission 4 includes a mechanical oil pump 10 m that receives rotation of the engine 1 and is driven by using a part of the power of the engine 1, and an electric oil pump 10 e that is driven by receiving power supply from the battery 13. Is provided. Further, the transmission 4 is provided with a hydraulic control circuit 11 that regulates the hydraulic pressure from the mechanical oil pump 10 m or the electric oil pump 10 e and supplies the hydraulic pressure to each part of the transmission 4.

  The transmission 4 includes a belt-type continuously variable transmission mechanism (hereinafter referred to as “variator 20”) as a friction transmission mechanism, and an auxiliary transmission mechanism 30 provided in series with the variator 20. “Provided in series” means that the variator 20 and the auxiliary transmission mechanism 30 are provided in series in the power transmission path from the engine 1 to the drive wheels 7. The auxiliary transmission mechanism 30 may be directly connected to the output shaft of the variator 20 as in this example, or may be connected via another transmission or power transmission mechanism (for example, a gear train). Alternatively, the auxiliary transmission mechanism 30 may be connected to the front stage (input shaft side) of the variator 20.

  The variator 20 includes a primary pulley 21, a secondary pulley 22, and a V belt 23 that is wound around the pulleys 21 and 22. In the variator 20, the width of the V groove changes according to the primary pulley pressure and the secondary pulley pressure, the contact radius between the V belt 23 and each pulley 21, 22 changes, and the transmission ratio of the variator 20 changes steplessly. To do.

  The subtransmission mechanism 30 is a transmission mechanism having two forward speeds and one reverse speed. The sub-transmission mechanism 30 is connected to a Ravigneaux type planetary gear mechanism 31 in which two planetary gear carriers are connected, and a plurality of friction elements connected to a plurality of rotating elements constituting the Ravigneaux type planetary gear mechanism 31 to change their linkage state. Fastening elements (Low brake 32, High clutch 33, Rev brake 34) are provided. When the hydraulic pressure supplied to each of the frictional engagement elements 32 to 34 is adjusted and the engagement / release state of each of the frictional engagement elements 32 to 34 is changed, the gear position of the auxiliary transmission mechanism 30 is changed.

  When the Low brake 32 is engaged and the High clutch 33 and the Rev brake 34 are released, the gear position of the subtransmission mechanism 30 is the first speed. When the high clutch 33 is engaged and the low brake 32 and the rev brake 34 are released, the shift speed of the auxiliary transmission mechanism 30 is the second speed. Further, when the Rev brake 34 is engaged and the Low brake 32 and the High clutch 33 are released, the shift speed of the auxiliary transmission mechanism 30 is reverse.

  The change of the gear position of the auxiliary transmission mechanism 30 is executed based on the vehicle speed VSP and the accelerator pedal opening APO. The change of the gear position of the subtransmission mechanism 30 includes four phases: a preparation phase, a torque phase, an inertia phase, and an end phase.

  In the preparation phase, the pre-charge of the hydraulic pressure to the engagement side frictional engagement element is performed, and the engagement side frictional engagement element is put on standby in a state immediately before the engagement. In the torque phase, the hydraulic pressure supplied to the release-side frictional engagement element is lowered and the supply hydraulic pressure to the engagement-side frictional engagement element is increased, and the frictional engagement element responsible for torque transmission is changed from the release-side frictional engagement element to the engagement-side frictional engagement element. To move to. In the inertia phase, the speed ratio changes from the speed ratio of the pre-shift speed stage to the speed ratio of the post-shift speed stage. In the ending phase, the supply side hydraulic pressure to the release side frictional engagement element is set to zero to completely release the release side frictional engagement element, and the supply hydraulic pressure to the engagement side frictional engagement element is increased to completely tighten the engagement side frictional engagement element. The four phases usually occur in this order, but in the upshift that occurs when the driver removes the accelerator pedal or the downshift that occurs when the driver depresses the accelerator pedal, the order of the torque phase and inertia phase is reversed. become.

  The controller 12 is a controller 12 that controls the engine 1 and the transmission 4 in an integrated manner. As shown in FIG. 2, as shown in FIG. , And a bus 125 for interconnecting them.

  The input interface 123 includes an output signal of an accelerator pedal opening sensor 41 that detects an accelerator pedal opening APO that is an operation amount of an accelerator pedal, an output signal of a primary rotation speed sensor 42 that detects a rotation speed Npri of the primary pulley 21, An output signal of the secondary rotation speed sensor 43 that detects the rotation speed Nsec of the secondary pulley 22, an output signal of the vehicle speed sensor 44 that detects the vehicle speed VSP, an output signal of the inhibitor switch 45 that detects the position of the shift lever 50, and the like are input. .

  The storage device 122 stores a control program for the engine 1, a shift control program for the transmission 4, and various map tables used in these programs. The CPU 121 reads and executes a program stored in the storage device 122, performs various arithmetic processes on various signals input via the input interface 123, and performs fuel injection amount signal, ignition timing signal, throttle opening. A degree signal and a shift control signal are generated, and the generated signal is output to the engine 1 and the hydraulic control circuit 11 via the output interface 124. Various values used in the arithmetic processing by the CPU 121 and the arithmetic results are appropriately stored in the storage device 122.

  The hydraulic control circuit 11 includes a plurality of flow paths and a plurality of hydraulic control valves. The hydraulic control circuit 11 controls a plurality of hydraulic control valves on the basis of a shift control signal from the controller 12 to switch the hydraulic pressure supply path, and at the same time, obtains necessary hydraulic pressure from the hydraulic pressure generated by the mechanical oil pump 10m or the electric oil pump 10e. It is prepared and supplied to each part of the transmission 4. As a result, the gear ratio of the variator 20 and the gear position of the subtransmission mechanism 30 are changed, and the transmission 4 is shifted.

  When the accelerator pedal is depressed and the gear position of the subtransmission mechanism 30 is changed from the second speed to the first speed (hereinafter referred to as 2-1 shift), the hydraulic pressure supplied to the high clutch 33 is decreased in the inertia phase. The high clutch 33 is slid. When the high clutch 33 is slid, judder is likely to occur particularly at the start of sliding. Further, judder is likely to occur when the usage time Tu of the high clutch 33 is short and the high clutch 33 is not familiar or when the input torque to the auxiliary transmission mechanism 30 is large. Therefore, in this embodiment, 2-1 shift control described below is executed.

  Next, 2-1 shift control will be described with reference to the flowchart of FIG.

  In step S <b> 100, the controller 12 determines whether or not the flag indicating the familiarity of the high clutch 33 is “1”. If the flag is “0”, the process proceeds to step S101. If the flag is “1”, the process proceeds to step S104. When the usage time Tu of the High clutch 33 becomes equal to or longer than the predetermined usage time Tup, it is determined that the High clutch 33 has become familiar. The predetermined use time Tup is a time set in advance and is a time during which it can be determined that the high clutch 33 has become familiar. When the usage time Tu of the High clutch 33 is less than the predetermined usage time Tup and the High clutch 33 is not familiar, the flag is “0”. On the other hand, when the usage time Tu of the High clutch 33 is equal to or longer than the predetermined usage time Tup and the High clutch 33 is familiar, the flag is “1”. Here, a method for determining the familiarity of the high clutch 33 will be described.

  When the supply hydraulic pressure of the high clutch 33 is lowered from the state in which the high clutch 33 is engaged, the difference in rotational speed (the rotational speed difference between the rotational speed Nsec of the input shaft of the high clutch 33 and the rotational speed Nout of the output shaft of the high clutch 33 ( Hereinafter, the slip amount Td is generated.

  When the new High clutch 33 and the familiar High clutch 33 are lowered from the same supply hydraulic pressure under the same conditions, the familiar High clutch 33 has a smaller increase gradient of the slip amount Td than the new High clutch 33. I know that Therefore, as shown in FIGS. 4A and 4B, even when the supply hydraulic pressure of the High clutch 33 is reduced under the same conditions, the familiar High clutch 33 has a slip amount Td higher than that of the new High clutch 33. The elapsed time Te from the first predetermined amount Td1 to the second predetermined amount Td2 becomes longer. FIG. 4A shows a change in the slip amount Td of the familiar high clutch 33. FIG. 4B shows a change in the slip amount Td of the new high clutch 33.

  Therefore, the familiarity of the high clutch 33 can be determined by measuring the elapsed time Te until the slip amount Td becomes the second predetermined amount Td2 from the first predetermined amount Td1.

  In the present embodiment, during coasting with the high clutch 33 engaged, the supply hydraulic pressure of the high clutch 33 is gradually decreased with a preset gradient, and the output signal of the secondary rotational speed sensor 43 and the output signal of the vehicle speed sensor 44 The slip amount Td is calculated based on the above. When the elapsed time Te until the slip amount Td reaches the second predetermined amount Td2 from the first predetermined amount Td1 becomes equal to or longer than the predetermined elapsed time Tep, the usage time Tu of the High clutch 33 becomes equal to or higher than the predetermined usage time Tup. It is determined that 33 is familiar, and the flag is “1”.

  The familiarity of the high clutch 33 is determined during coasting, and 2-1 shift control is performed based on the determination result performed during coasting.

  In step S101, the controller 12 determines whether or not the accelerator pedal opening APO becomes the first accelerator pedal opening APO1. The first accelerator pedal opening APO1 is an accelerator pedal opening at which a torque capable of suppressing the generation of judder is input to the high clutch 33 when 2-1 shift control is performed in a state where the high clutch 33 is not familiar. is there. When the accelerator pedal opening APO becomes the first accelerator pedal opening APO1, the process proceeds to step S102. If the accelerator pedal opening APO is not equal to the first accelerator pedal opening APO1, the current process ends.

  In step S102, the controller 12 determines whether or not the gear position of the auxiliary transmission mechanism 30 is the second speed. If the gear position is 2nd, the process proceeds to step S103. If the gear position is not the second speed, the current process ends.

  In step S103, the controller 12 executes the first control. The first control is a 2-1 shift control executed when the high clutch 33 is not familiar, and is a control that gives priority to avoiding judder generation. When the usage time Tu of the high clutch 33 is less than the predetermined usage time Tup, the 2-1 shift is started when the accelerator pedal opening APO becomes the first accelerator pedal opening APO1. In the first control, the 2-1 shift is started in a state where the torque input to the high clutch 33 is small.

  In the first control, the hydraulic pressure supplied to the high clutch 33 is temporarily reduced so that judder does not occur in the inertia phase of the 2-1 shift. In the first control, the supply hydraulic pressure of the High clutch 33 is reduced from the first predetermined hydraulic pressure (first pressure) Pp1 to the second predetermined hydraulic pressure (second pressure) Pp2, which is the hydraulic pressure supplied to the High clutch 33 when the inertia phase is started. Let The second predetermined hydraulic pressure Pp2 is set according to the first predetermined hydraulic pressure Pp1.

  In the first control, the transition time Tt for reducing the supply hydraulic pressure of the High clutch 33 from the first predetermined hydraulic pressure Pp1 to the second predetermined hydraulic pressure Pp2 is set to the first predetermined transition time Ttp1. The first predetermined transition time Ttp1 is set according to the first predetermined oil pressure Pp1.

  The second predetermined hydraulic pressure Pp2 and the first predetermined transition time Ttp1 are set so as to quickly pass through the sliding start region of the high clutch 33 in which judder is likely to occur in the inertia phase of the 2-1 shift.

  In step S104, the controller 12 determines whether or not the accelerator pedal opening APO becomes the second accelerator pedal opening APO2. The second accelerator pedal opening APO2 is larger than the first accelerator pedal opening APO1. The second accelerator pedal opening APO2 is an accelerator pedal opening that has a large acceleration required by the driver and does not give the driver a sense of incongruity even if a shift shock due to a 2-1 shift occurs. When the accelerator pedal opening APO becomes the second accelerator pedal opening APO2, the process proceeds to step S105. If the accelerator pedal opening APO is not equal to the second accelerator pedal opening APO2, the current process ends.

  In step S105, the controller 12 determines whether or not the gear position of the auxiliary transmission mechanism 30 is the second speed. If the gear position is 2nd, the process proceeds to step S106. If the gear position is not the second speed, the current process ends.

  In step S106, the controller 12 executes the second control. The second control is a 2-1 shift control that is executed when the high clutch 33 becomes familiar, and is a control that makes it difficult for the driver to feel uncomfortable due to a shift shock. When the usage time Tu of the high clutch 33 is equal to or longer than the predetermined usage time Tup, the 2-1 shift is started when the accelerator pedal opening APO becomes the second accelerator pedal opening APO2. In the second control, the 2-1 shift is performed in a state where the accelerator pedal is greatly depressed by the driver and the acceleration required by the driver is large.

  In the second control as well, in the inertia phase, the hydraulic pressure supplied to the high clutch 33 is temporarily reduced so that judder does not occur in the inertia phase. In the second control, the supply hydraulic pressure of the High clutch 33 is decreased from the first predetermined hydraulic pressure (first pressure) Pp1 to the third predetermined hydraulic pressure (second pressure) Pp3, which is the hydraulic pressure supplied to the High clutch 33 when the inertia phase is started. Let The third predetermined hydraulic pressure Pp3 is set according to the first predetermined hydraulic pressure Pp1, and is higher than the second predetermined hydraulic pressure Pp2. Torque capacity of the High clutch whose supply hydraulic pressure is temporarily reduced in the second control is obtained by multiplying the torque capacity of the High clutch 33 whose supply hydraulic pressure is temporarily reduced in the first control by a predetermined coefficient larger than 1. The third predetermined hydraulic pressure Pp3 is set so as to be the capacity.

  Also in the second control, similarly to the first control, a transition time Tt in which the hydraulic pressure supplied to the high clutch 33 is decreased from the first predetermined hydraulic pressure Pp1 to the third predetermined hydraulic pressure Pp3 is set in the inertia phase. In the second control, the transition time Tt is set to the second predetermined transition time Ttp2. The second predetermined transition time Ttp2 is set according to the first predetermined oil pressure Pp1, and is longer than the first predetermined transition time Ttp1. The second predetermined transition time Ttp2 is set to a time obtained by multiplying the first predetermined transition time Ttp1 by a predetermined coefficient.

  Next, 2-1 shift control in the present embodiment will be described using the time chart of FIG. In FIG. 5, the supply hydraulic pressure of the High clutch 33 in the first control is indicated by a solid line, and the supply hydraulic pressure of the High clutch 33 in the second control is indicated by a broken line.

  In the first control, the accelerator pedal opening APO becomes the first accelerator pedal opening APO1, and the inertia phase is started at time t0. When the inertia phase is started, the supply hydraulic pressure of the High clutch 33 decreases from the first predetermined hydraulic pressure Pp1, and the supply hydraulic pressure of the High clutch 33 becomes equal to the second predetermined hydraulic pressure Pp2 at time t1 after the first predetermined transition time Ttp1 has elapsed. Become.

  When the high clutch 33 is not familiar, judder is likely to occur in the inertia phase. In the first control, when the accelerator pedal opening APO reaches the first accelerator pedal opening APO1, the 2-1 shift is started and the inertia phase is started. In the first control, since the input torque to the high clutch 33 is small and the surface pressure of the high clutch 33 is low, the occurrence of judder can be suppressed even when the high clutch 33 is slid in the inertia phase. . Further, judder is likely to occur when the high clutch 33 starts to slide, but in the first control, the hydraulic pressure supplied to the high clutch 33 is decreased from the first predetermined hydraulic pressure Pp1 to the second predetermined hydraulic pressure Pp2 during the first predetermined transition time Ttp1, Since the high clutch 33 is quickly passed through the sliding area, judder generation can be suppressed.

  In the second control, the accelerator pedal opening APO becomes the second accelerator pedal opening APO2, and the inertia phase is started at time t0 '. When the inertia phase is started, the supply hydraulic pressure of the High clutch 33 decreases from the first predetermined hydraulic pressure Pp1, and the supply hydraulic pressure of the High clutch 33 becomes the third predetermined hydraulic pressure Pp3 at time t1 ′ after the second predetermined transition time Ttp2 has elapsed. It becomes.

  When the high clutch 33 is familiar, even if the input torque to the high clutch 33 is increased, judder is less likely to occur in the inertia phase. Therefore, in the second control, when the accelerator pedal opening APO becomes the second accelerator pedal opening APO2 larger than the first accelerator pedal opening APO1, the 2-1 shift is started and the inertia phase is started. Accordingly, it is possible to suppress the 2-1 shift from being performed in a state where the acceleration requested by the driver is small, and to suppress the driver from feeling uncomfortable due to the shift shock. Further, the supply hydraulic pressure of the High clutch 33 is decreased from the first predetermined hydraulic pressure Pp1 to the third predetermined hydraulic pressure Pp3 higher than the second predetermined hydraulic pressure Pp2 at the second predetermined transition time Ttp2 longer than the first predetermined transition time Ttp1. The occurrence of shift shock can be suppressed.

  The effect of 1st Embodiment of this invention is demonstrated.

  When the usage time Tu of the High clutch 33 is less than the predetermined usage time Tup and the High clutch 33 is not familiar, the 2-1 shift is started when the accelerator pedal opening APO becomes the first accelerator pedal opening APO1. In addition, when the usage time Tu of the High clutch 33 is equal to or longer than the predetermined usage time Tup and the High clutch 33 is used, the second accelerator pedal opening APO is greater than the first accelerator pedal opening APO1. When APO2 is reached, 2-1 shift is started. As a result, when the high clutch 33 is not familiar, it is possible to suppress a large torque from being input to the high clutch 33 in the inertia phase of the 2-1 shift, and to suppress the occurrence of judder. In addition, when the high clutch 33 becomes familiar, the 2-1 shift is suppressed from being performed when the accelerator pedal opening APO is small and the acceleration requested by the driver is small, and the driver feels uncomfortable due to the shift shock. Can be suppressed (effect corresponding to claims 1 and 10).

  The transition time Tt in the inertia phase of the first control is made shorter than the transition time Tt in the inertia phase of the second control. As a result, the supply hydraulic pressure of the high clutch 33 can be quickly reduced, and when the high clutch 33 is not familiar, it can be quickly passed through the slide-out region of the high clutch 33 where judder is likely to occur. Therefore, the occurrence of judder can be suppressed. On the other hand, when the high clutch 33 becomes familiar, it is possible to suppress a rapid decrease in the hydraulic pressure supplied to the high clutch 33 and to suppress the occurrence of a shift shock (effect corresponding to claim 2).

  In the inertia phase of the first control, the supply hydraulic pressure of the high clutch 33 is decreased from the first predetermined hydraulic pressure Pp1 to the second predetermined hydraulic pressure Pp2, and in the inertia phase of the second control, the supply hydraulic pressure of the high clutch 33 is changed from the first predetermined hydraulic pressure Pp1 to the first predetermined hydraulic pressure Pp1. 3 Reduce to a predetermined oil pressure Pp3. Then, the second predetermined hydraulic pressure Pp2 is set lower than the third predetermined hydraulic pressure Pp3. As a result, when the high clutch 33 is not familiar, it is possible to quickly pass the sliding start area of the high clutch 33 where judder is likely to occur. Therefore, the occurrence of judder can be suppressed. On the other hand, when the high clutch 33 becomes familiar, it is possible to suppress a rapid decrease in the hydraulic pressure supplied to the high clutch 33 and to suppress the occurrence of a shift shock (effect corresponding to claim 4).

  The familiarity of the high clutch 33 is determined based on the elapsed time Te when the slip amount Td of the high clutch 33 changes from the first predetermined amount Td1 to the second predetermined amount Td2. The familiarity of the high clutch 33 can be accurately determined by estimating the familiarity of the high clutch 33 based on the slip amount Td that changes depending on the familiarity of the high clutch 33 (the effect corresponding to claim 6). ).

  During coasting, the supply hydraulic pressure of the high clutch 33 is gradually decreased to determine the familiarity of the high clutch 33. Without using this embodiment, it is also possible to determine the familiarity of the high clutch 33 by reducing the supply hydraulic pressure of the high clutch 33 when coasting is not being performed. However, for example, if the driver intends to accelerate and the hydraulic pressure supplied to the high clutch 33 is reduced and the high clutch 33 is slid, the driver's acceleration request cannot be satisfied, and the driver may feel uncomfortable. is there. In the present embodiment, it is possible to determine the familiarity of the high clutch 33 without giving the driver an uncomfortable feeling by determining the familiarity of the high clutch 33 during coasting. Moreover, if the High clutch 33 is slid to determine the familiarity of the High clutch 33, judder may occur. However, by performing it during coasting with a small input torque, it is possible to suppress the occurrence of judder. Yes (effect corresponding to claim 7).

  Next, a second embodiment of the present invention will be described.

  The second embodiment is different in the method for determining the familiarity of the high clutch 33 described in step S100 of FIG. 3 of the first embodiment. In the second embodiment, the usage time Tu of the High clutch 33 is estimated based on the accumulated heat generation amount of the High clutch 33, and the familiarity of the High clutch 33 is determined.

  In the second embodiment, the amount of heat generated by the high clutch 33 is calculated by equation (1) while the vehicle is traveling.

  (Rotation speed Nsec of input shaft−Rotation speed Nout of output shaft) × (pressure of high clutch 33 / area of high clutch 33−return spring force−centrifugal pressure / area of high clutch 33) (1)

  The pressure of the high clutch 33 is calculated based on the hydraulic pressure supplied to the high clutch 33. The centrifugal pressure is calculated based on the rotation speed of the high clutch 33 (the rotation speed Nsec of the input shaft or the rotation speed Nout of the output shaft).

  Then, the calculated heat generation amount is integrated to calculate the cumulative heat generation amount of the high clutch 33. When the accumulated heat generation amount is equal to or greater than the predetermined heat generation amount, the usage time Tu of the High clutch 33 is equal to or longer than the predetermined usage time Tup, and it is determined that the High clutch 33 has become familiar, and the flag becomes “1”.

  The familiarity of the high clutch 33 is determined during traveling, and 2-1 shift control is performed based on the determination result performed during traveling.

  The effect of 2nd Embodiment of this invention is demonstrated.

  The familiarity of the high clutch 33 is determined based on the accumulated heat generation amount of the high clutch 33. Thereby, the familiarity of the High clutch 33 can be determined with high accuracy. Further, it is not necessary to operate the high clutch 33 only for determining the familiarity of the high clutch 33. Therefore, the familiarity of the high clutch 33 can be determined without giving the driver a sense of incongruity (effect corresponding to claim 8).

  Next, a third embodiment of the present invention will be described.

  The third embodiment is different in the method of determining the familiarity of the high clutch 33 described in step S100 of FIG. 3 of the first embodiment. In the third embodiment, the usage time Tu of the high clutch 33 is estimated based on the travel distance of the vehicle, and the familiarity of the high clutch 33 is determined. Specifically, when the travel distance of the vehicle reaches a predetermined distance, it is determined that the usage time Tu of the High clutch 33 has reached the predetermined usage time Tup, and the flag becomes “1”.

  The effect of the third embodiment of the present invention will be described.

  The familiarity of the high clutch 33 is determined based on the travel distance of the vehicle. Thus, the familiarity of the high clutch 33 can be determined by a simple method (effect corresponding to claim 9).

  The embodiment of the present invention has been described above. However, the above embodiment only shows a part of application examples of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiment. Absent.

  In the first embodiment, it is determined whether or not the High clutch 33 has become familiar based on the elapsed time Te until the slip amount Td reaches the second predetermined amount Td2 from the first predetermined amount Td1, but the present invention is not limited to this. For example, High The determination may be made based on the elapsed time Te from when the supply hydraulic pressure of the clutch 33 starts to decrease until the second predetermined amount Td2 is reached.

  In the first control and the second control, the second predetermined hydraulic pressure Pp2, the third predetermined hydraulic pressure Pp3, the first predetermined transition time Ttp1, and the second predetermined transition time Ttp2 are set for the new high clutch 33. The hydraulic pressure and basic time may be set by multiplying the familiarity coefficient. The familiarity coefficient is changed according to the usage time Tu of the High clutch 33 as shown in FIG. 6, and increases as the usage time Tu becomes longer. In other words, the familiarity coefficient increases as the high clutch 33 becomes familiar. For example, in the first embodiment, the familiarity coefficient is calculated based on the elapsed time Te, and increases as the elapsed time Te increases. As the familiarity factor increases, the second predetermined hydraulic pressure Pp2 increases and the first predetermined transition time Ttp1 increases. Thereby, in 1st control, generation | occurrence | production of a shift shock can be suppressed as the High clutch 33 adapts, suppressing generation | occurrence | production of judder. In addition, it is possible to reduce the change amount of the shift shock when the first control is switched to the second control, and to suppress the uncomfortable feeling given to the driver (effects corresponding to claims 3 and 5).

  Moreover, you may determine the familiarity of the High clutch 33 with a several determination method combining the said embodiment.

4 Transmission 12 Controller 20 Variator (continuously variable transmission mechanism)
30 Sub-transmission mechanism 33 High clutch

Claims (10)

A transmission having a continuously variable transmission mechanism and a sub-transmission mechanism having a frictional engagement element,
The sub-transmission mechanism can select a first gear and a second gear,
The gear ratio of the second gear is smaller than the gear ratio of the first gear,
At the second speed, the friction engagement element is in an engagement state,
When the first accelerator pedal opening degree, the first control to start the change from the second gear to the first gear can be executed,
When the second accelerator pedal opening degree, the second control for starting the change from the second gear to the first gear can be executed.
The second accelerator pedal opening is larger than the first accelerator pedal opening,
When the usage time of the frictional engagement element is less than a predetermined usage time, the first control is executed,
When the usage time of the frictional engagement element is equal to or longer than the predetermined usage time, the second control is executed.
A transmission characterized by that. The transmission according to claim 1,
In the inertia phase at the time of change from the second gear to the first gear, the hydraulic pressure of the friction engagement element is reduced from the first pressure to the second pressure,
The transition time from the first pressure to the second pressure in the first control is shorter than the transition time from the first pressure to the second pressure in the second control.
A transmission characterized by that. The transmission according to claim 2,
The transition time becomes longer as the use time of the frictional engagement element becomes longer,
A transmission characterized by that. The transmission according to any one of claims 1 to 3,
In the inertia phase at the time of change from the second gear to the first gear, the hydraulic pressure of the friction engagement element is reduced from the first pressure to the second pressure,
The second pressure in the first control is lower than the second pressure in the second control.
A transmission characterized by that. The transmission according to claim 4, wherein
The second pressure increases as the usage time increases.
A transmission characterized by that. The transmission according to any one of claims 1 to 5,
The usage time is an elapsed time when a difference in rotational speed between the input shaft of the frictional engagement element and the output shaft of the frictional engagement element is a predetermined rotational speed difference that occurs when the hydraulic pressure of the frictional engagement element is gradually reduced. Is estimated based on
The first control is executed when the elapsed time is less than a predetermined elapsed time,
The second control is executed when the elapsed time is equal to or longer than the predetermined elapsed time.
A transmission characterized by that. The transmission according to claim 6, wherein
The elapsed time is measured by gradually reducing the hydraulic pressure of the frictional engagement element during coasting,
A transmission characterized by that. The transmission according to any one of claims 1 to 7,
The usage time is estimated based on a cumulative heat generation amount of the friction engagement element,
The first control is executed when the cumulative heat generation amount is less than a predetermined heat generation amount,
The second control is executed when the cumulative heat generation amount is equal to or greater than a predetermined heat generation amount.
A transmission characterized by that. The transmission according to any one of claims 1 to 8,
The usage time is estimated based on the travel distance of the vehicle,
The first control is executed when the travel distance of the vehicle is less than a predetermined distance,
The second control is executed when the travel distance of the vehicle is equal to or greater than the predetermined distance.
A transmission characterized by that. A continuously variable transmission mechanism and an auxiliary transmission mechanism having a frictional engagement element;
The sub-transmission mechanism can select a first gear and a second gear,
The gear ratio of the second gear is smaller than the gear ratio of the first gear,
At the second speed, the friction engagement element is in an engagement state,
When the first accelerator pedal opening degree, the first control to start the change from the second gear to the first gear can be executed,
Control for controlling the transmission that is capable of executing the second control for starting the change from the second gear to the first gear when the second accelerator pedal is larger than the first accelerator pedal. A method,
When the usage time of the frictional engagement element is less than a predetermined usage time, the first control is executed,
When the usage time of the frictional engagement element is equal to or longer than the predetermined usage time, the second control is executed.
A control method for a transmission.

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