JP2016070438A - Vehicular control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular control device capable of accelerating a vehicle with excellent responsiveness, with respect to a request of sudden acceleration of the vehicle, in traveling of the vehicle in a power split mode.SOLUTION: When a request of suddenly accelerating a vehicle 1 is input in traveling of the vehicle 1 in a split mode, a lock-up clutch 15 of a torque converter 3 is released. Consequently, amplification act of the torque converter 3 occurs, power from an engine 2 is amplified, and the amplified power is transmitted to a T/M input shaft 21 of a power split type continuously variable transmission. As a result, power (torque) output from a power split type continuously variable transmission 4 quickly increases.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a control device applied to a vehicle equipped with a power split type continuously variable transmission.

  As a transmission mounted on a vehicle such as an automobile, a continuously variable transmission mechanism that continuously changes engine power, a gear mechanism that transmits engine power without going through a continuously variable transmission mechanism, and a continuously variable transmission mechanism There has been proposed a planetary gear mechanism for synthesizing the power from the gear and the power from the gear mechanism. In this transmission, the power from the engine can be divided into a continuously variable transmission mechanism and a gear mechanism, and the divided powers can be combined by the planetary gear mechanism and transmitted to the wheels.

Japanese Patent No. 4552376

  The present applicant has also proposed a transmission capable of dividing and transmitting the power of the drive source into two systems as a power split type continuously variable transmission.

  The power split type continuously variable transmission according to the proposal includes a continuously variable transmission mechanism that continuously changes power by changing a transmission ratio, a constant transmission mechanism that changes power at a constant transmission ratio, and a continuously variable transmission mechanism. And a synthesizing gear mechanism including a planetary gear mechanism for synthesizing the motive power from and the power from the constant speed change mechanism. The power (rotation) output from the continuously variable transmission mechanism is input to the sun gear of the synthesizing gear mechanism. An output shaft is connected to the ring gear of the synthesizing gear mechanism. The rotation of the output shaft is transmitted to the differential gear, and is transmitted from the differential gear to the left and right drive wheels.

  In this power split type continuously variable transmission, the belt mode in which power is transmitted to the synthesizing gear mechanism only through the continuously variable transmission mechanism, and the synthesizing gear via the continuously variable transmission mechanism and the constant transmission mechanism. The mode is switched to the split mode transmitted to the mechanism.

  In the belt mode, the sun gear and the ring gear of the synthesizing gear mechanism are directly connected, and the carrier of the synthesizing gear mechanism is brought into a free state. Therefore, the sun gear and the ring gear rotate integrally with the power output from the continuously variable transmission mechanism, and the output shaft rotates integrally with the ring gear. Therefore, in the belt mode, the gear ratio of the continuously variable transmission mechanism becomes the gear ratio of the power split continuously variable transmission, and when the gear ratio of the continuously variable transmission mechanism changes, the power split continuously variable transmission at the same speed as the change speed. The gear ratio of the machine changes.

  In the split mode, the power from the constant speed change mechanism is input to the carrier of the synthesizing gear mechanism. Since the gear ratio of the constant speed change mechanism is constant and unchanged, if the rotational speed input to the power split continuously variable transmission is constant, the rotational speed of the carrier is kept constant. Therefore, when the transmission ratio of the continuously variable transmission mechanism is increased and the rotational speed of the sun gear of the synthesizing gear mechanism is decreased, the rotational speed of the ring gear of the synthesizing gear mechanism and the output shaft connected to the ring gear is increased. The transmission ratio of the continuously variable transmission is lowered. Conversely, when the gear ratio of the continuously variable transmission mechanism is lowered and the rotational speed of the sun gear of the synthesizing gear mechanism increases, the rotational speed of the ring gear and output shaft of the synthesizing gear mechanism decreases, and the power split type continuously variable transmission The gear ratio increases.

  When the vehicle is traveling in split mode, if the accelerator pedal is quickly depressed and sudden acceleration is required, the gear ratio of the continuously variable transmission mechanism is reduced to increase the gear ratio of the power split continuously variable transmission. It is done. However, due to the gear ratio of the synthesizing gear mechanism (planetary gear mechanism), the speed change rate of the power split continuously variable transmission is lower than the speed change rate of the continuously variable transmission mechanism. Therefore, in response to a rapid acceleration request, the change in the gear ratio of the power split continuously variable transmission is slow, and the power output from the power split continuously variable transmission does not increase rapidly. I can't. If the gear ratio of the synthesizing gear mechanism is increased, the speed of change of the gear ratio of the power split continuously variable transmission can be increased, but the fuel consumption of the vehicle is reduced.

  An object of the present invention is to provide a vehicle control device capable of accelerating a vehicle with good responsiveness to a request for rapid acceleration of the vehicle when the vehicle is traveling in a power split mode. That is.

  In order to achieve the above object, a vehicle control apparatus according to the present invention includes a continuously variable transmission mechanism that continuously changes power input to an input shaft by changing a transmission gear ratio, and constant power input to the input shaft. Power that is input to the input shaft, and includes a constant gear mechanism that shifts at a transmission ratio of 1 and a combining gear mechanism that includes a planetary gear mechanism that combines power from the continuously variable transmission mechanism and power from the constant transmission mechanism. Is transmitted to the combining gear mechanism via the continuously variable transmission mechanism, and the power input to the input shaft is transmitted to the combining gear mechanism via the continuously variable transmission mechanism and the constant transmission mechanism. A power split continuously variable transmission configured to be switchable to a power split mode, and a torque converter that includes a lock-up clutch and transmits power from a drive source to the input shaft of the power split continuously variable transmission. Applies to onboard vehicles A control device that determines whether or not a request for sudden acceleration of the vehicle is input when the vehicle is traveling in the power split mode, and that the request is input by the rapid acceleration request determination unit And a lockup release means for releasing the lockup clutch.

  According to this configuration, when a request for rapid acceleration of the vehicle is input while the vehicle is traveling in the power split mode, the lockup clutch of the torque converter is released. As a result, an amplifying action of the torque converter occurs, and the power from the drive source is amplified and transmitted to the input shaft of the power split continuously variable transmission. As a result, the power (torque) output from the power split type continuously variable transmission increases rapidly, so that it is possible to accelerate the vehicle with good responsiveness to a request for rapid acceleration of the vehicle.

  Further, while the vehicle is traveling in the power split mode, the torque transmission efficiency of the torque converter can be improved by engaging the lockup clutch until a request for rapid acceleration is input. As a result, the fuel efficiency of the vehicle can be improved by improving the torque transmission efficiency.

  Whether or not a request for rapid acceleration of the vehicle is input may be determined based on an accelerator operation.

  For example, it may be determined that a request for rapid acceleration of the vehicle has been input when an accelerator operation of a predetermined amount or more is performed at a predetermined or higher operation speed. In other words, in response to the accelerator operation, it is determined whether or not the operation speed of the accelerator operation is equal to or higher than the predetermined speed and the accelerator operation amount is equal to or higher than the predetermined amount, and this determination is affirmed. It may be determined that a request for rapid acceleration of the vehicle has been input.

  While the vehicle is traveling in the power split mode, the lockup clutch may be engaged in response to the accelerator operation amount being reduced to a predetermined amount or less after the lockup clutch is released. The predetermined amount used for this processing may be the same as or different from the predetermined amount used for determining whether or not a request for rapid acceleration of the vehicle has been input.

  Further, the lockup clutch may be engaged in response to a certain time elapses after the lockup clutch is released while the vehicle is traveling in the power split mode.

  By performing these processes, that is, the process of re-engaging the lock-up clutch, the period during which the lock-up clutch is released can be limited, and the torque transmission efficiency of the torque converter is reduced due to the release of the lock-up clutch. Can be suppressed.

  ADVANTAGE OF THE INVENTION According to this invention, the favorable acceleration performance of a vehicle can be exhibited at the time of driving | running | working of a vehicle in power split mode.

1 is a skeleton diagram showing a configuration of a drive system of a vehicle to which a vehicle control device according to an embodiment of the present invention is applied. It is a figure which shows the state of the high brake, reverse brake, and low clutch at the time of advance of a vehicle, and reverse drive. It is a collinear diagram which shows the relationship of the rotation speed of the sun gear of a synthetic | combination gear mechanism, a carrier, and a ring gear. It is a block diagram which shows the principal part of the electrical structure of a vehicle. It is a flowchart which shows the flow of a rapid acceleration process.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

  FIG. 1 is a skeleton diagram showing a configuration of a drive system of a vehicle 1 to which a vehicle control device according to an embodiment of the present invention is applied.

  The vehicle 1 is an automobile that uses an engine (E / G) 2 as a power source. The vehicle 1 is equipped with a torque converter 3 and a power split type continuously variable transmission 4.

  The torque converter 3 includes a torque converter input shaft 11, a torque converter output shaft 12, a pump impeller 13, a turbine runner 14, and a lockup clutch 15. The torque converter input shaft 11 and the torque converter output shaft 12 are provided so as to be rotatable about the same rotational axis as the output shaft 16 of the engine 2 (hereinafter referred to as “E / G output shaft 16”). An E / G output shaft 16 is connected to the torque converter input shaft 11. A torque converter input shaft 11 is connected to the center of the pump impeller 13, and the pump impeller 13 is provided to be rotatable integrally with the torque converter input shaft 11. The torque converter output shaft 12 is connected to the center of the turbine runner 14, and the turbine runner 14 is provided to be rotatable integrally with the torque converter output shaft 12. When the lockup clutch 15 is engaged, the pump impeller 13 and the turbine runner 14 are directly connected, and when the lockup clutch 15 is released, the pump impeller 13 and the turbine runner 14 are separated.

  When power is input from the E / G output shaft 16 to the torque converter input shaft 11 in a state where the lockup clutch 15 is released, the torque converter input shaft 11 and the pump impeller 13 rotate. When the pump impeller 13 rotates, an oil flow from the pump impeller 13 toward the turbine runner 14 is generated. This oil flow is received by the turbine runner 14 and the turbine runner 14 rotates. At this time, the amplifying action of the torque converter 3 occurs, and the turbine runner 14 generates a power larger than the power (torque) input to the torque converter input shaft 11. The power of the turbine runner 14 is output from the torque converter output shaft 12.

  In a state where the lock-up clutch 15 is engaged, when power is input from the E / G output shaft 16 to the torque converter input shaft 11, the torque converter input shaft 11, the pump impeller 13, and the turbine runner 14 rotate together. . The power generated by the rotation of the turbine runner 14 is output from the torque converter output shaft 12.

  The power split type continuously variable transmission 4 transmits the power output from the torque converter 3 to the differential gear 5. The power split type continuously variable transmission 4 includes a T / M input shaft 21, a T / M output shaft 22, a continuously variable transmission mechanism 23, a constant transmission mechanism 24, and a synthesizing gear mechanism 25.

  The torque converter output shaft 12 is connected to the T / M input shaft 21.

  The T / M output shaft 22 is provided in parallel with the T / M input shaft 21.

  The continuously variable transmission mechanism 23 has the same configuration as a known belt-type continuously variable transmission (CVT). Specifically, the continuously variable transmission mechanism 23 is supported by the primary shaft 31 connected to the T / M input shaft 21, the secondary shaft 32 provided in parallel with the primary shaft 31, and the primary shaft 31 so as not to be relatively rotatable. A primary pulley 33, a secondary pulley 34 supported so as not to rotate relative to the secondary shaft 32, and a belt 35 wound around the primary pulley 33 and the secondary pulley 34.

  The constant speed change mechanism 24 includes a planetary gear mechanism 41, a split drive gear 42, a split driven gear 43, and an idle gear 44.

  The planetary gear mechanism 41 includes a carrier 45, a sun gear 46, and a ring gear 47. The carrier 45 is supported by the T / M input shaft 21 so as not to be relatively rotatable. The carrier 45 supports a plurality of pinion gears 48 so as to be rotatable. The plurality of pinion gears 48 are arranged at equiangular intervals on the circumference. The sun gear 46 is externally fitted to the T / M input shaft 21 so as to be relatively rotatable, and meshes with each pinion gear 48 from the inside in the rotational radial direction of the T / M input shaft 21. The ring gear 47 has an annular shape surrounding the carrier 45, and meshes with each pinion gear 48 from the outside in the rotational radial direction of the T / M input shaft 21.

  The split drive gear 42 is provided so as to be able to rotate integrally with the sun gear 46.

  The split driven gear 43 is provided on the outer periphery of the carrier 51 of the synthesizing gear mechanism 25 described below so as to be able to rotate integrally with the carrier 51.

  The idle gear 44 meshes with the split drive gear 42 and the split driven gear 43.

  The synthesizing gear mechanism 25 has a configuration of a planetary gear mechanism. That is, the synthesizing gear mechanism 25 includes a carrier 51, a sun gear 52, and a ring gear 53. The secondary shaft 32 of the continuously variable transmission mechanism 23 is inserted into the center of the carrier 51 so as to be relatively rotatable. The carrier 51 rotatably supports a plurality of pinion gears 54. The plurality of pinion gears 54 are arranged at equal angular intervals on the circumference. The sun gear 52 is supported by the secondary shaft 32 so as not to be relatively rotatable, and meshes with each pinion gear 54 from the inner side in the rotational radial direction of the secondary shaft 32. The ring gear 53 has an annular shape that surrounds the periphery of the carrier 51, and meshes with each pinion gear 54 from the outside in the rotational radial direction of the secondary shaft 32. One end of the T / M output shaft 22 is connected to the center of the ring gear 53, and the ring gear 53 is provided so as to be able to rotate integrally with the T / M output shaft 22. An output gear 55 is supported at the other end of the T / M output shaft 22 so as not to be relatively rotatable.

  The rotation of the output gear 55 is transmitted to the differential gear 5 via the idle gear mechanism 6. The idle gear mechanism 6 includes an idle shaft 61 provided in parallel with the T / M output shaft 22, and a first idle gear 62 and a second idle gear 63 that are supported by the idle shaft 61 so as not to rotate relative to each other. . The first idle gear 62 meshes with the output gear 55. The second idle gear 63 meshes with a ring gear 64 provided in the differential gear 5.

  The power split type continuously variable transmission 4 includes a high brake HB, a reverse brake RB, and a low clutch LC.

  The high brake HB is switched between an engaged state (on) in which the ring gear 47 is braked and a released state (off) in which the ring gear 47 is allowed to rotate.

  The reverse brake RB is switched between an engaged state (on) in which the split drive gear 42 (sun gear 46) is braked and a released state (off) in which the split drive gear 42 is allowed to rotate.

  The low clutch LC is switched between an engaged state (ON) in which the T / M output shaft 22 and the secondary shaft 32 are directly connected, and a released state (OFF) in which the direct connection is released.

  FIG. 2 is a diagram illustrating states of the high brake HB, the reverse brake RB, and the low clutch LC when the vehicle 1 is moving forward and backward.

  In FIG. 2, “◯” indicates that the high brake HB, the reverse brake RB, and the low clutch LC are engaged.

  The power split type continuously variable transmission 4 has a belt mode (continuously variable transmission mode) and a split mode (power split mode) as power transmission modes when the vehicle 1 moves forward.

  In the belt mode, the high brake HB and the reverse brake RB are released. Then, the low clutch LC is engaged. Thereby, the T / M output shaft 22 and the secondary shaft 32 are directly connected.

  The power input to the T / M input shaft 21 is transmitted to the primary shaft 31 of the continuously variable transmission mechanism 23 to rotate the primary shaft 31 and the primary pulley 33. The rotation of the primary pulley 33 is transmitted to the secondary pulley 34 via the belt 35 and rotates the secondary pulley 34 and the secondary shaft 32. Since the low clutch LC is engaged, the T / M output shaft 22 rotates integrally with the secondary shaft 32. The rotation of the T / M output shaft 22 is transmitted to the ring gear 64 of the differential gear 5 through the output gear 55, the first idle gear 62, the idle shaft 61 and the second idle gear 63. Thereby, the drive shafts 71 and 72 of the vehicle 1 rotate in the forward direction.

  Switching from the belt mode to the split mode is performed in a state where the transmission ratio of the continuously variable transmission mechanism 23 matches the transmission ratio of the constant transmission mechanism 24. The transmission ratio of the constant transmission mechanism 24 is set to the same transmission ratio as the minimum transmission ratio of the continuously variable transmission mechanism 23, for example.

  In the split mode, the high brake HB is engaged, and the reverse brake RB and the low clutch LC are released. When the high brake HB is engaged, the ring gear 47 of the constant speed change mechanism 24 is braked. Further, when the low clutch LC is released, the direct connection between the T / M output shaft 22 and the secondary shaft 32 is released.

  The power input to the T / M input shaft 21 is transmitted to the primary shaft 31 of the continuously variable transmission mechanism 23 to rotate the primary shaft 31 and the primary pulley 33. The rotation of the primary pulley 33 is transmitted to the secondary pulley 34 via the belt 35 and rotates the secondary pulley 34 and the secondary shaft 32. As the secondary shaft 32 rotates, the sun gear 52 of the synthesizing gear mechanism 25 rotates.

  Further, since the ring gear 47 of the constant speed change mechanism 24 is braked, the power input to the T / M input shaft 21 causes the carrier 45 of the constant speed change mechanism 24 to revolve and the pinion gear held by the carrier 45. 48 is rotated. As the pinion gear 48 rotates, power is input from the pinion gear 48 to the sun gear 46. As a result, the pinion gear 48 and the split drive gear 42 rotate. The rotation of the split drive gear 42 is transmitted to the split driven gear 43 via the idle gear 44 of the constant speed change mechanism 24 to rotate the split driven gear 43 and the carrier 51.

  Since the switching from the belt mode to the split mode is performed in a state where the transmission ratio of the constant transmission mechanism 24 matches the transmission ratio of the continuously variable transmission mechanism 23, immediately after the switching, the carrier 51 of the synthesizing gear mechanism 25, The sun gear 52 and the ring gear 53 rotate at the same speed. Then, the T / M output shaft 22 rotates integrally with the ring gear 53. The rotation of the T / M output shaft 22 is transmitted to the ring gear 64 of the differential gear 5 through the output gear 55, the first idle gear 62, the idle shaft 61 and the second idle gear 63. Thereby, the drive shafts 71 and 72 of the vehicle 1 rotate in the forward direction.

  Since the speed ratio of the constant speed change mechanism 24 is constant and unchanged (fixed), in the split mode, if the power input to the T / M input shaft 21 is constant, the rotation of the carrier 51 of the synthesizing gear mechanism 25 is prevented. It is held at a constant speed. When the transmission ratio of the continuously variable transmission mechanism 23 is increased and the rotational speed of the sun gear 52 of the synthesizing gear mechanism 25 decreases as shown in FIG. 3, the ring gear 53 (T / M output shaft of the synthesizing gear mechanism 25). 22) the rotational speed is increased and the gear ratio of the power split type continuously variable transmission 4 is decreased. Conversely, when the speed ratio of the continuously variable transmission mechanism 23 is lowered and the rotational speed of the sun gear 52 is increased, the rotational speed of the ring gear 53 (T / M output shaft 22) is decreased, and the power split type continuously variable transmission 4 The gear ratio increases. Therefore, the power split type continuously variable transmission 4 can have a large speed ratio width.

  Further, during reverse travel, the high brake HB and the low clutch LC are released. Then, the reverse brake RB is engaged. Thereby, the split drive gear 42 (sun gear 46) is braked. Due to the braking of the split drive gear 42, the idle gear 44 of the constant speed change mechanism 24 becomes non-rotatable, and the split driven gear 43 and the carrier 51 become non-rotatable.

  The power input to the T / M input shaft 21 is transmitted to the primary shaft 31 of the continuously variable transmission mechanism 23 to rotate the primary shaft 31 and the primary pulley 33. The rotation of the primary pulley 33 is transmitted to the secondary pulley 34 via the belt 35 and rotates the secondary pulley 34 and the secondary shaft 32. As the secondary shaft 32 rotates, the sun gear 52 of the synthesizing gear mechanism 25 rotates. Since the carrier 51 cannot rotate, when the sun gear 52 rotates, the ring gear 53 rotates in the opposite direction to the sun gear 52. The rotation direction of the ring gear 53 is opposite to the rotation direction of the ring gear 53 in the belt mode and the split mode. Then, the T / M output shaft 22 rotates integrally with the ring gear 53. The rotation of the T / M output shaft 22 is transmitted to the ring gear 64 of the differential gear 5 through the output gear 55, the first idle gear 62, the idle shaft 61 and the second idle gear 63. Thereby, the drive shafts 71 and 72 of the vehicle 1 rotate in the reverse direction.

  FIG. 4 is a block diagram showing a main part of the electrical configuration of the vehicle 1.

  The vehicle 1 is equipped with a plurality of ECUs (electronic control units). Each ECU has a configuration including, for example, a CPU and a memory, and is connected so as to be capable of bidirectional communication using a CAN (Controller Area Network) communication protocol. The plurality of ECUs include an ECU 81 for controlling the drive system.

  The ECU 81 is connected to an engine speed sensor 82, a turbine speed sensor 83, a vehicle speed sensor 84, and an accelerator sensor 85.

  The engine speed sensor 82 inputs a pulse signal synchronized with the rotation of the engine 2 (E / G output shaft 16, torque converter input shaft 11) to the ECU 81. The ECU 81 converts the frequency of the pulse signal input from the engine speed sensor 82 into the engine speed.

  The turbine rotation speed sensor 83 inputs a pulse signal synchronized with the rotation of the turbine runner 14 (torque converter output shaft 12) of the torque converter 3 to the ECU 81. The ECU 81 converts the frequency of the pulse signal input from the turbine speed sensor 83 into the turbine speed.

  The vehicle speed sensor 84 inputs, for example, a pulse signal synchronized with the rotation of the ring gear 64 of the differential gear 5 to the ECU 81. The ECU 81 converts the frequency of the pulse signal input from the vehicle speed sensor 84 into the vehicle speed.

  The accelerator sensor 85 detects an operation amount (accelerator operation amount) of an accelerator pedal disposed in the vehicle interior, and inputs a signal corresponding to the accelerator operation amount to the ECU 81.

  The engine speed sensor 82, the turbine speed sensor 83, the vehicle speed sensor 84, and the accelerator sensor 85 may be connected to an ECU different from the ECU 81. In this case, the engine speed, turbine speed, vehicle speed, and accelerator operation amount are calculated by the other ECU, and the calculated engine speed, turbine speed, vehicle speed, and accelerator operation amount are input to the ECU 81. Good.

  The ECU 81 is connected with a plurality of solenoid valves 86 for controlling the hydraulic pressure supplied to each part of the torque converter 3 and the power split continuously variable transmission 4 as a control target. The solenoid valve 86 includes, for example, a solenoid valve that controls the hydraulic pressure for engaging / releasing the lockup clutch 15 of the torque converter 3, the high brake HB, the reverse brake RB, and the low clutch of the power split continuously variable transmission 4. A solenoid valve for controlling the hydraulic pressure for LC engagement / release is included.

  The ECU 81 controls the solenoid valve for the lock-up clutch 15 to release the lock-up clutch 15 when the engine speed is higher than the turbine speed. When the engine speed and the turbine speed match, the ECU 81 The up clutch 15 is engaged.

  In addition, the ECU 81 controls the solenoid valve for the high brake HB, the solenoid valve for the reverse brake RB, and the solenoid valve for the low clutch LC in order to switch between the belt mode and the torque mode and to switch between forward / reverse. The engagement / release of the high brake HB, reverse brake RB and low clutch LC is switched. Switching between the belt mode and the split mode is controlled based on, for example, the engine speed and the vehicle speed.

  FIG. 5 is a flowchart showing the flow of the rapid acceleration process.

  While the vehicle 1 is traveling, the ECU 81 repeatedly executes the rapid acceleration process shown in FIG.

  In the rapid acceleration process, first, it is determined whether or not the power transmission mode of the power split type continuously variable transmission 4 is the split mode (step S1).

  If the power transmission mode is not the split mode (NO in step S1), the rapid acceleration process is terminated.

  When the power transmission mode is the split mode (YES in step S1), the accelerator operation speed (accelerator pedal depression speed), which is the change speed of the accelerator operation amount detected by the accelerator sensor 85, is equal to or higher than a predetermined speed. Is determined (step S2).

  If the accelerator operation speed is less than the predetermined speed (NO in step S2), the rapid acceleration process is terminated.

  If the accelerator operation speed is equal to or greater than the predetermined speed (YES in step S2), it is determined whether or not the accelerator operation amount is equal to or greater than the predetermined amount (step S3).

  When the accelerator operation amount is less than the predetermined amount (NO in step S3), the rapid acceleration process is terminated.

  The accelerator operation speed is equal to or higher than the predetermined speed and the accelerator operation amount is equal to or higher than the predetermined amount when the driver is required to rapidly accelerate the vehicle 1 and the accelerator pedal is depressed quickly and deeply. Therefore, when the accelerator operation speed is equal to or higher than the predetermined speed and the accelerator operation amount is equal to or higher than the predetermined amount, it can be determined that a request for rapid acceleration of the vehicle 1 is input by operating the accelerator pedal.

  When the accelerator operation speed is equal to or higher than the predetermined speed and the accelerator operation amount is equal to or higher than the predetermined amount (YES in step S3), the solenoid valve 86 for the lockup clutch 15 is controlled to respond to the request for rapid acceleration. Then, the lockup clutch 15 is released (step S4).

  The split mode is a power transmission mode in which the gear ratio of the power split type continuously variable transmission 4 is smaller than that in the belt mode, and is a power transmission mode for high-speed traveling of the vehicle 1. Therefore, when the vehicle 1 travels in the split mode, the lockup clutch 15 is normally engaged.

  After the lockup clutch 15 is released, it is repeatedly determined whether or not a predetermined engagement condition is satisfied (step S5). The engagement condition may be, for example, a condition that the accelerator operation amount is reduced to a predetermined engagement threshold value or less, or a condition that a certain time has elapsed from the release of the lockup clutch 15, Those AND conditions may be used.

  When the engagement condition is satisfied (YES in step S5), the solenoid valve 86 for the lockup clutch 15 is controlled to engage the lockup clutch 15 (step S6). Thereafter, the rapid acceleration process is terminated.

  As described above, when a request for rapid acceleration of the vehicle 1 is input during traveling of the vehicle 1 in the split mode, the lockup clutch 15 of the torque converter 3 is released. As a result, an amplifying action of the torque converter 3 is generated, the power from the engine 2 is amplified, and the amplified power is transmitted to the T / M input shaft 21 of the power split type continuously variable transmission. As a result, since the power (torque) output from the power split type continuously variable transmission 4 increases rapidly, the vehicle 1 can be accelerated with a good response to a request for rapid acceleration.

  Further, while the vehicle 1 is traveling in the split mode, the torque transmission efficiency of the torque converter 3 can be improved by engaging the lockup clutch 15 until a request for rapid acceleration is input. As a result, the fuel efficiency of the vehicle 1 can be improved by improving the torque transmission efficiency.

  Further, when a predetermined engagement condition is satisfied after the lockup clutch 15 is released, the lockup clutch 15 is reengaged. Thereby, the period during which the lockup clutch 15 is released can be limited, and a decrease in the torque transmission efficiency of the torque converter 3 due to the release of the lockup clutch 15 can be suppressed.

  As mentioned above, although one Embodiment of this invention was described, this invention can also be implemented with another form.

  For example, when the accelerator operation speed is equal to or higher than a predetermined speed and the accelerator operation amount is equal to or higher than the predetermined amount, it can be determined that a request for sudden acceleration of the vehicle 1 is input. However, even when one of the condition that the accelerator operation speed is equal to or higher than the predetermined speed and the condition that the accelerator operation amount is equal to or higher than the predetermined amount is satisfied, it may be determined that a request for sudden acceleration of the vehicle 1 is input. it can. And when one of those conditions is materialized, lockup clutch 15 may be released.

  In addition, various design changes can be made to the above-described configuration within the scope of the matters described in the claims.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Engine 3 Torque converter 4 Power split type continuously variable transmission 15 Lockup clutch 21 T / M input shaft 23 Continuously variable transmission mechanism 24 Constant transmission mechanism 25 Combining gear mechanism 81 ECU (vehicle control device, rapid acceleration request Judgment means, lockup release means)

Claims (2)

From a continuously variable transmission mechanism that changes the power input to the input shaft steplessly by changing the transmission ratio, a constant transmission mechanism that shifts the power input to the input shaft at a constant transmission ratio, and the continuously variable transmission mechanism And a combining gear mechanism including a planetary gear mechanism for combining the power of the constant transmission mechanism and the constant transmission mechanism, and the power input to the input shaft is transmitted to the combining gear via the continuously variable transmission mechanism. Switching between a continuously variable transmission mode transmitted to the mechanism and a power split mode in which power input to the input shaft is transmitted to the synthesizing gear mechanism via the continuously variable transmission mechanism and the constant transmission mechanism A power split type continuously variable transmission configured in
A control device that is applied to a vehicle that includes a lock-up clutch and includes a torque converter that transmits power from a drive source to the input shaft of the power split continuously variable transmission,
A rapid acceleration request determination means for determining whether a request for rapid acceleration of the vehicle is input when the vehicle is traveling in the power split mode;
A vehicle control device, comprising: a lockup release unit that releases the lockup clutch when the sudden acceleration request determination unit determines that the request is input.   2. The vehicle control device according to claim 1, wherein the rapid acceleration request determination unit determines that the request is input when an accelerator operation is performed at a predetermined amount or more at a predetermined operation speed or more.

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