JP2017096404A - Control device of power transmission device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide technique for restraining rattling noise generated in a spline part of a continuously variable transmission and a gear part of a stepped transmission in a control device of an automatic transmission for a vehicle equipped with the continuously variable transmission and the stepped transmission.SOLUTION: Rattling noise which may be generated in a spline part of a continuously variable transmission 20 and a gear part of a stepped transmission 22 in accordance with variation of engine torque during light load operation in which torque transmitted from an engine 14 is decreased can be efficiently restrained by engagement of a clutch of the stepped transmission 22 during continuously variable speed change.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a continuously variable transmission and a control device for a vehicle power transmission device including a stepped transmission, and suppresses rattling noise in a spline portion of the continuously variable transmission and a gear portion of the stepped transmission. It is related to the technology.

  When engine torque fluctuations are input during light load operation where the torque transmitted from the engine is small, the spline part in the continuously variable transmission and the gear part such as the speed reduction mechanism in the stepped transmission are in the power transmission path. In other words, so-called rattling occurs due to the collision of the tooth surface, thereby generating rattling noise.

  On the other hand, Patent Document 1 discloses a technique for suppressing rattling noise in a V-belt type continuously variable transmission. In Patent Document 1, by providing a sliding resistance component to the V-belt continuously variable transmission by increasing the set value of the hydraulic pressure from the minimum necessary hydraulic pressure that can prevent belt slack during no-load operation, The rattling noise of the gear portion arranged on the downstream side of the continuously variable transmission is suppressed.

JP-A-1-279155

  In patent document 1, in the continuously variable transmission with a small sliding resistance with the belt in a continuously variable transmission part, there was a problem that the rattling noise could not be suppressed sufficiently.

  The present invention has been made against the background of the above circumstances, and its object is to provide a vehicle that can effectively suppress rattling noise even when the sliding resistance between the continuously variable transmission and the belt is small. It is to provide a control device for an automatic transmission.

  The gist of the first invention is that the first power transmission path for transmitting the engine power to the wheels via the continuously variable transmission, and the gear for the engine power via a clutch and a connection / disconnection mechanism. A vehicle power transmission device including a second power transmission path for transmitting to the wheels in parallel, wherein the first power transmission path and the second power transmission path are alternatively used. When the power of the engine is transmitted to the wheels using the engine, if the absolute value of the torque transmitted from the engine to the wheels is below a predetermined value, the clutch is engaged and the connection / disconnection device Is to release.

  The gist of the second invention is that in the control device for an automatic transmission for a vehicle according to the first invention, when the power of the engine is transmitted to the wheels using the first power transmission path, the engine When the absolute value of the torque transmitted from the engine to the wheel is below a predetermined value, the torque transmitted from the engine to the wheel is increased by increasing the torque of a plurality of auxiliary machines that are powered by the engine. The absolute value of the torque of the engine is set to a predetermined value or more.

  According to the first invention, when the power of the engine is transmitted to the wheel via the continuously variable transmission, and the absolute value of the torque transmitted from the engine to the wheel is below the predetermined value By engaging the clutch of the second power transmission path and increasing the inertia of the first power transmission path, the rattling noise generated by the torque fluctuation of the engine is effectively suppressed.

  According to the second invention, when the power of the engine is transmitted to the wheels via the continuously variable transmission, and the absolute value of the torque transmitted from the engine to the wheels is below the predetermined value Engaging the clutch of the second power transmission path, increasing inertia of the first power transmission path, and suppressing rattling noise generated by torque fluctuations of the engine. The torque transmitted from the engine to the wheel is increased or decreased by increasing or decreasing the load torque to the engine of a plurality of auxiliary machines as power sources, and the absolute value of the torque transmitted from the engine to the wheel is determined in advance. By setting it to a predetermined value or more, the rattling sound is more effectively suppressed.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a schematic configuration of a drive device provided in a vehicle according to an embodiment of the present invention. It is a figure which shows the switching of the running pattern of the drive device of FIG. It is a functional block diagram explaining the principal part of the control function by the electronic control unit while explaining the input / output system of the electronic device which controls the drive device of FIG. It is the schematic which showed the relationship between a compressor and load torque. It is the schematic which showed the relationship between an oil pump and load torque. It is the schematic which showed the relationship between an alternator and load torque. The main part of the control operation of the electronic control unit, that is, whether or not the absolute value of the torque transmitted from the engine to the wheels is below a predetermined value is determined. It is a flowchart explaining the principal part of the action | operation at the time of increasing a shaft torque.

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

  FIG. 1 is a skeleton diagram for explaining a schematic configuration of a drive device 12 provided in a vehicle 10 according to an embodiment of the present invention. The drive device 12 includes, for example, an engine 14 used as a driving force source for traveling, a torque converter 16 as a fluid transmission device, a forward / reverse switching device 18, and a belt-type continuously variable transmission 20 (hereinafter referred to as a continuously variable transmission). Machine 20), a gear mechanism 22, and an output shaft 25 on which an output gear 24 capable of transmitting power to drive wheels (not shown) is formed. In the drive device 12, torque (driving force) output from the engine 14 is input to the input shaft 26 via the torque converter 16, and this torque is transmitted from the input shaft 26 via the continuously variable transmission 20. A first power transmission path that is transmitted to the output shaft 25 and a second power transmission path that transmits torque input to the input shaft 26 to the output shaft 25 via the gear mechanism 22 and the like are provided in parallel. The power transmission path is switched according to the traveling state of the vehicle 10.

  The engine 14 is constituted by an internal combustion engine such as a gasoline engine or a diesel engine. The torque converter 16 includes a pump impeller 16p connected to the crankshaft of the engine 14 and a turbine impeller 16t connected to the forward / reverse switching device 18 via an input shaft 26 corresponding to an output side member of the torque converter 16. And power transmission is performed via a fluid. Further, a lockup clutch 28 is provided between the pump impeller 16p and the turbine impeller 16t. When the lockup clutch 28 is completely engaged, the pump impeller 16p and the turbine impeller 16t are integrated. Rotated. Further, a plurality of auxiliary machines driven by the engine 14 such as an air conditioner compressor 62 (hereinafter referred to as a compressor), an oil pump 64 for generating hydraulic pressure, an alternator 66 and the like are connected to the engine 14.

  The forward / reverse switching device 18 is composed mainly of a forward clutch C1 and a reverse brake B1 and a double pinion planetary gear device 30. A carrier 30c is an input shaft 26 of the torque converter 16 and a continuously variable transmission 20. The ring gear 30r is selectively connected to the housing 34 as a non-rotating member via the reverse brake B1, and the sun gear 30s is connected to the small diameter gear 36. Further, the sun gear 30s and the carrier 30c are selectively coupled via the forward clutch C1. The forward clutch C1 and the reverse brake B1 correspond to a connection / disconnection device, both of which are hydraulic friction engagement devices that are frictionally engaged by a hydraulic actuator.

  Further, the sun gear 30 s of the planetary gear device 30 is connected to a small diameter gear 36 that constitutes the gear mechanism 22. The gear mechanism 22 includes the small-diameter gear 36 and a large-diameter gear 40 that is provided on the counter shaft 38 so as not to be relatively rotatable. An idler gear 42 is provided around the same rotational axis as the counter shaft 38 so as to be rotatable relative to the counter shaft 38. A meshing clutch D1 is provided between the counter shaft 38 and the idler gear 42 to selectively connect and disconnect them. The meshing clutch D1 can be fitted (engageable) with the first gear 48 formed on the counter shaft 38, the second gear 50 formed on the idler gear 42, and the first gear 48 and the second gear 50. And a hub sleeve (not shown) on which spline teeth (not shown) are formed, and the hub sleeve is engaged with the first gear 48 and the second gear 50. The counter shaft 38 and the idler gear 42 are connected. Further, the meshing clutch D1 further includes a synchromesh mechanism S1 as a synchronizing mechanism that synchronizes rotation when the first gear 48 and the second gear 50 are engaged.

  The idler gear 42 meshes with an input gear 52 having a larger diameter than the idler gear 42. The input gear 52 is provided in a relatively non-rotatable manner with respect to the output shaft 25 disposed on the rotation axis common to the rotation axis of the secondary pulley described later of the continuously variable transmission 20. The output shaft 25 is disposed so as to be rotatable around the rotation axis, and the input gear 52 and the output gear 24 are provided so as not to be relatively rotatable. Thus, the forward clutch C1, the reverse brake B1, and the meshing clutch D1 are placed on the second power transmission path through which the torque of the engine 14 is transmitted from the input shaft 26 to the output shaft 25 via the gear mechanism 22. Is inserted.

  Further, between the continuously variable transmission 20 and the output shaft 25, a belt traveling clutch C2 that selectively connects and disconnects between these is inserted, and this clutch C2 is engaged, A first power transmission path is formed in which the torque of the engine 14 is transmitted to the output shaft 25 via the input shaft 36 and the continuously variable transmission 20. Further, when the clutch C2 is released, the first power transmission path is interrupted, and torque is not transmitted from the continuously variable transmission 20 to the output shaft 25.

  The continuously variable transmission 20 is provided on a power transmission path between the input side rotating shaft 32 and the output shaft 25 connected to the input shaft 26, and the effective diameter provided on the input side rotating shaft 32 is variable. Between a primary pulley 54 that is a pulley, a secondary pulley 56 that is a variable pulley having a variable effective diameter provided on an output side rotating shaft 33 parallel to the input side rotating shaft 32, and a pair of variable pulleys 54, 56. The transmission belt 58 is wound around, and power is transmitted through a frictional force between the pair of variable pulleys 54 and 56 and the transmission belt 58.

  The primary pulley 54 includes a fixed sheave 54a fixed to the input-side rotary shaft 32, a movable sheave 54b provided so as not to be rotatable relative to the input-side rotary shaft 32 and movable in the axial direction. And a primary hydraulic actuator 54c that generates a thrust for moving the movable sheave 54b to change the V groove width therebetween. The secondary pulley 56 includes a fixed sheave 56a fixed to the output-side rotating shaft 33, a movable sheave 56b provided so as not to be rotatable relative to the output-side rotating shaft 33 and movable in the axial direction. A secondary hydraulic actuator 56c that generates a thrust for moving the movable sheave 56b in order to change the V groove width between them is provided.

  The gear ratio of the transmission belt 58, that is, the effective diameter is changed by changing the V groove width of the pair of variable pulleys 54 and 56, so that the gear ratio γ (= input shaft rotational speed Nin / output shaft rotational speed Nout). Are continuously changed. For example, when the V groove width of the primary pulley 54 is reduced, the speed ratio γ is reduced. That is, the continuously variable transmission 20 is upshifted. Further, when the V groove width of the primary pulley 54 is increased, the speed ratio γ is increased. That is, the continuously variable transmission 20 is downshifted.

  Hereinafter, the operation of the drive device 12 configured as described above will be described using an engagement table of engagement elements for each traveling pattern shown in FIG. In FIG. 2, C1 corresponds to the operating state of the forward clutch C1, C2 corresponds to the operating state of the belt traveling clutch C2, B1 corresponds to the operating state of the reverse brake B1, and D1 corresponds to the meshing clutch D1. Corresponding to the operating state, “◯” indicates engagement, that is, connection, and “x” indicates release, that is, disconnection. Note that the meshing clutch D1 includes a synchronization mechanism S1, and the synchronization mechanism S1 operates when the meshing clutch D1 is engaged.

  First, a traveling pattern in which the torque of the engine 14 is transmitted to the output gear 24 via the continuously variable transmission 20 will be described. This travel pattern corresponds to the belt travel (high vehicle speed) in FIG. 2, and as shown in the belt travel in FIG. 2, the belt travel clutch C2 is connected, while the forward clutch C1, the reverse brake B1, and the meshing The clutch D1 is disconnected. Since the secondary pulley 56 and the output shaft 25 are connected by connecting the belt running clutch C2, the secondary pulley 56, the output shaft 25, and the output gear 24 are integrally rotated. Therefore, when the belt running clutch C2 is connected, the first power transmission path is formed, and the torque of the engine 14 is transmitted to the torque converter 16, the input shaft 26, the input side rotating shaft 32, and the continuously variable transmission 20. And the output gear 24 via the output shaft 25. At this time, the meshing clutch D1 is released during the belt travel in which the torque of the engine 14 is transmitted via the first power transmission path, while the drag of the gear mechanism 22 and the like during the belt travel is eliminated. This is to prevent the gear mechanism 22 and the like from rotating at a high vehicle speed.

  Next, a traveling pattern in which the torque of the engine 14 is transmitted to the output gear 24 via the gear mechanism 22, that is, a traveling pattern in which the torque is transmitted through the second power transmission path will be described. This traveling pattern corresponds to the gear traveling of FIG. 2, and as shown in FIG. 2, the forward clutch C1 and the meshing clutch D1 are engaged, while the belt traveling clutch C2 and the reverse brake B1 are released.

  Engaging the forward clutch C1 causes the planetary gear device 30 constituting the forward / reverse switching device 18 to rotate integrally, so that the small diameter gear 36 is rotated at the same rotational speed as the input shaft 26. Further, since the small-diameter gear 36 is meshed with the large-diameter gear 40 provided on the counter shaft 38, the counter shaft 38 is similarly rotated. Further, since the meshing clutch D1 is engaged, the counter shaft 38 and the idler gear 42 are connected, and the idler gear 42 is meshed with the input gear 52, so that an output provided integrally with the input gear 52 is provided. The shaft 25 and the output gear 24 are rotated. Thus, when the forward clutch C1 and the meshing clutch D1 inserted in the second power transmission path are engaged, the torque of the engine 14 is converted to the torque converter 16, the input shaft 26, the forward / reverse switching device. 18 is transmitted to the output shaft 25 and the output gear 24 via the gear mechanism 22, the idler gear 42, and the like.

  The gear traveling is selected in the low vehicle speed region. The speed ratio γ (input shaft rotational speed Nin / output shaft rotational speed Nout) based on the second power transmission path is set to a value larger than the maximum speed ratio γ of the continuously variable transmission 20. That is, the speed ratio γ in the second power transmission path is set to a value that is not set in the continuously variable transmission 20. Then, for example, when it is determined that the vehicle travels to the belt running due to an increase in the vehicle speed V, the belt traveling is switched. Here, when switching from gear travel to belt travel (high vehicle speed) or from belt travel (high vehicle speed) to gear travel, the belt travel (medium vehicle speed) in FIG.

  For example, when switching from belt travel (high vehicle speed) to gear travel, the state is switched transiently from the state in which the belt travel clutch C2 is engaged to the state in which the meshing clutch D1 is engaged in preparation for switching to gear travel. . At this time, the rotation is also transmitted to the sun gear 30s of the planetary gear device 30 via the gear mechanism 22. From this state, the forward clutch C1 and the belt traveling clutch C2 are switched, that is, the forward clutch C1 is engaged. In this case, the power transmission path is switched from the first power transmission path to the second power transmission path by shutting off the belt traveling clutch C2. At this time, the driving device 12 is substantially downshifted.

  Further, when switching from gear traveling to belt traveling (high vehicle speed), the belt traveling clutch C2 and the meshing clutch D1 are engaged from the state in which the forward clutch C1 and the meshing clutch D1 corresponding to the gear traveling are engaged. It is switched to the transition state transiently. That is, the switching of the forward clutch C1 and the belt traveling clutch C2 is started. At this time, the power transmission path is changed from the second power transmission path to the first power transmission path, and the driving device 12 is substantially upshifted. Then, after the power transmission path is switched, the meshing clutch D1 is released to prevent unnecessary drag and high rotation of the gear mechanism 22 and the like.

  FIG. 3 illustrates an input / output system of an electronic control unit 80 provided in the vehicle 10 for controlling the engine 14, the continuously variable transmission 20, and the like, and a description of a main part of a control function by the electronic control unit 80. It is a functional block diagram. The electronic control unit 80 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like, and the CPU uses a temporary storage function of the RAM according to a program stored in the ROM in advance. Various controls of the vehicle 10 are executed by performing signal processing. For example, the electronic control unit 80 controls the output of the engine 14, the shift control of the continuously variable transmission 20, the belt clamping pressure control, and the traveling pattern to any one of the gear traveling by the gear mechanism 22 and the belt traveling by the continuously variable transmission 20. Control to switch appropriately is executed, and it is divided into engine control, continuously variable transmission control, traveling pattern switching, etc. as necessary.

  The electronic control unit 80 includes a rotation speed of the engine 14 detected by the engine rotation speed sensor 82, that is, a signal representing the engine rotation speed Ne, a rotation speed of the input shaft 26 detected by the turbine rotation speed sensor 84 (input shaft rotation speed). Speed) A signal representing Nin, a signal representing the input side rotation shaft 32 of the continuously variable transmission 20 detected by the input shaft rotation speed sensor 86, that is, the input side rotation shaft rotation speed which is the rotation speed of the primary pulley 54, and the output shaft A signal representing the output shaft rotational speed Nout, which is the rotational speed of the secondary pulley 56 of the continuously variable transmission 20 corresponding to the vehicle speed V detected by the rotational speed sensor 88, and the throttle opening of the electronic throttle valve detected by the throttle sensor 90 A signal representing θth, an acceleration as a driver's requested acceleration detected by the accelerator opening sensor 92 A signal representing the accelerator opening Acc, which is the amount of pedal operation, a signal representing the brake-on Bon, which indicates that the foot brake, which is a service brake, operated by the foot brake switch 94, is detected by the lever position sensor 96 A signal representing the lever position (operation position) Psh of the shift lever is supplied. Further, the electronic control unit 80 sequentially calculates the gear ratio γ (= Nin / Nout) of the continuously variable transmission 20 based on, for example, the output shaft rotational speed Nout and the input shaft rotational speed Nin.

The electronic control unit 80 also outputs an engine output control command signal Se for output control of the engine 14, a hydraulic control command signal Sccv for hydraulic control related to the shift of the continuously variable transmission 20, and a travel pattern of the drive unit 12. For controlling the forward / reverse switching device 18 (forward clutch C1, reverse brake B1), belt travel clutch C2, and hydraulic clutch control signal Sswt for controlling the meshing clutch D1, and the lockup clutch 28 related to switching. The hydraulic control command signal Slu, the hydraulic control command signal So for controlling the hydraulic pressure Po of the oil pump 64, and the like are output. Specifically, as the engine output control command signal Se, a throttle signal for controlling the opening / closing of an electronic throttle valve by driving a throttle actuator and an injection signal for controlling the amount of fuel injected from the fuel injection device And an ignition timing signal for controlling the ignition timing of the engine 14 by the ignition device. Further, as the hydraulic control command signal Sccv, a command signal for driving a linear solenoid valve (not shown) that regulates the primary pressure Pin supplied to the primary hydraulic actuator 54c, and a secondary pressure Pout supplied to the secondary hydraulic actuator 56c. A command signal or the like for driving a linear solenoid valve (not shown) that regulates pressure is output to the hydraulic control circuit 98. Further, as the hydraulic control command signal Sswt, a command signal for driving each linear solenoid valve for controlling the hydraulic pressure supplied to the forward clutch C1, the reverse brake B1, the belt traveling clutch C2, the synchro mechanism S1, and the like are hydraulic. It is output to the control circuit 98. Further, a control command signal Sc for controlling a rotational speed Nc of the plurality of auxiliary machines driven by the engine 14, for example, the compressor 62, and a control command signal Sc for controlling the operating oil pressure Po of the oil pump 64. , A control command signal Sa for controlling the output current Ia of the alternator 66 is output from the electronic control unit 80.

  Next, the control function of the electronic control unit 80 will be described. The shift range determination unit 100 shown in FIG. 3 determines the shift range, and outputs a command signal for determining whether or not the lockup clutch 28 is in the ON state to the lockup clutch determination unit 102 when in the D range. To do. The lockup clutch determination unit 102 determines whether or not the lockup clutch 28 is in an ON state. If the lockup clutch 28 is in an ON state, the lockup clutch determination unit 102 outputs a torque calculation command signal to the torque calculation unit 104. The torque calculation unit 104 calculates the torque Tin of the input shaft 26 based on the vehicle speed V and the accelerator opening Acc, for example, and torques of auxiliary machines driven by the engine 14, such as the compressor 62, the oil pump 64, the alternator 66, and the like. Is calculated. The input shaft torque Tin is calculated based on, for example, a predetermined relationship (map) from the vehicle speed V and the accelerator opening Acc. For the auxiliary machine, for example, for the torque Tc of the compressor 62 shown in FIG. 4, the compressor torque Tc1 is calculated based on a predetermined relationship (map) with the compressor rotational speed Nc as a variable, and the oil pump 64 For the hydraulic oil pressure Po, the oil pump torque To1 is calculated based on a predetermined relationship (map) with the oil pump hydraulic pressure Po shown in FIG. 5 as a variable. Similarly, for the torque Ta of the alternator 66, An alternator torque Ta1 is calculated based on a predetermined relationship (map) using the output current Ia of the alternator 66 shown in FIG. 6 as a variable. The torque determination unit 106 determines whether or not the calculated absolute value of the input shaft torque Tin is lower than a predetermined value set in advance, that is, the torque determination value Td, and the absolute value of the input shaft Tin is the torque determination value Td. When the value is less than, a command signal is output to the transmission path determination unit 108. The torque determination value Td is a value that is experimentally set in advance as the input shaft torque Tin that suitably suppresses the generation of rattling noise that occurs with fluctuations in the engine torque Te. The transmission path determination unit 108 determines whether the transmission path through which the torque of the engine 14 is transmitted to the wheels is the first transmission path via the continuously variable transmission or the second transmission path via the gear mechanism 22 or the like. Determine if there is. The required torque calculator 110 increases the inertia of the transmission path by engaging the clutch C1 when the torque transmission path from the engine 14 to the wheels is the first transmission path via the continuously variable transmission. Then, the vibration of the transmission path due to the torque fluctuation of the engine 14 is reduced, and the occurrence of rattling noise in the spline part of the continuously variable transmission 20 and the gear mechanism 22 is reduced. When the clutch C <b> 1 is engaged, a part of inertia such as the input shaft planetary gear device 30 and the small diameter gear 36 is added to the first transmission path via the continuously variable transmission 20. Further, the required torque calculation unit 110 changes the compressor torque Tc, the oil pump torque To, the torque of a plurality of auxiliary machines driven by the engine 14, for example, the operating state of the compressor 62, the oil pump 64, and the alternator 66. The alternator torque Ta is increased / decreased so that the load torque, torque compressor torque Tc2, oil pump torque To2, and alternator torque Ta2 of the auxiliary machine are set so that the absolute value of the input shaft torque Tin exceeds the torque determination value Td. . The auxiliary machine for increasing / decreasing the torque and its increase / decrease value are set based on a predetermined condition (map). The C1 clutch control unit 114 engages the clutch C1 by outputting a hydraulic control command signal Sswt to the hydraulic control circuit 98, and the auxiliary load control unit 112 includes, for example, a compressor 62, an oil pump 64, an alternator 66, and the like. The auxiliary machine torque is increased or decreased by outputting a compressor output control signal Sc, an oil pump hydraulic pressure control signal So, an alternator output control signal Sa, or the like to the auxiliary machine.

  FIG. 7 shows the main part of the control operation of the electronic control unit, that is, whether or not the absolute value of the torque transmitted from the engine 14 to the wheels is below the determination value Td. C1 is engaged, and the load torque of the auxiliary machine is changed by changing the operating state of a plurality of auxiliary machines that use the engine 14 as a power source, and thereby the operation required when the input shaft torque Tin is increased or decreased. FIG.

  In FIG. 7, it is determined whether or not the shift range is the D range in step S <b> 1 (hereinafter, step is omitted) corresponding to the operation of the shift range determination unit 100. If this S1 determination is negative, the determination of S1 is repeated again. On the other hand, when this S1 determination is affirmed, it is determined in S2 corresponding to the operation of the lockup clutch determination unit 102 whether or not the lockup clutch 28 is ON. If this S2 determination is negative, the determination of S1 is repeated again. On the other hand, if this S2 determination is affirmed, in S3 corresponding to the torque calculation unit 104, the input shaft torque Tin is calculated based on, for example, the vehicle speed V and the accelerator opening Acc, and an auxiliary machine such as the engine 14 The load torque to the engine 14 such as the compressor 62, the oil pump 64, and the alternator 66 that are driven by is calculated. In S4 corresponding to the torque determination unit 106, it is determined whether or not the absolute value of the input shaft torque Tin is lower than the determination value Td. If this S4 determination is negative, the determination of S1 is repeated again. On the other hand, when this S4 determination is affirmed, in S5 corresponding to the operation of the transmission path determination unit 108, the transmission path through which the torque of the engine 14 is transmitted to the wheels is the first transmission path via the continuously variable transmission. That is, it is determined whether or not the continuously variable transmission 20 is driven. If the determination in S5 is negative, in S7 corresponding to the necessary torque calculation unit 110, the load torque of the auxiliary machinery necessary for the absolute value of the input shaft torque Tin to be equal to or greater than the determination value Td, for example, the compressor 62, oil By changing the operating state of the pump 64 and the alternator 66, the compressor torque Tc, the oil pump torque To, and the alternator torque Ta are increased / decreased, whereby the absolute value of the input shaft torque Tin exceeds the torque determination value Td. Compressor torque Tc2, oil pump torque To2, and alternator torque Ta2 are calculated. Further, in S9 corresponding to the operation of the auxiliary machine load control unit 112, based on the calculated torque, for example, an auxiliary machine such as the compressor 62, the oil pump 64, and the alternator 66 is supplied with a compressor output control signal Sc and an oil pump hydraulic control. By outputting the signal So, the alternator output control signal Sa, and the like, the load torque of the auxiliary machine is increased / decreased, whereby the absolute value of the input shaft torque Tin is set to a value exceeding the torque determination value Td. On the other hand, when this S5 determination is affirmative, that is, when the transmission path through which the torque of the engine 14 is transmitted to the wheels is based on the first transmission path via the continuously variable transmission, that is, by driving the continuously variable transmission 20, Inertia is increased by engaging the clutch C1 in S6 corresponding to the operation of the necessary torque calculation unit 110. Further, in S6 corresponding to the necessary torque calculation unit 110, the load torque of the auxiliary machinery necessary for the absolute value of the input shaft torque Tin to be equal to or greater than the determination value Td, for example, the operating state of the compressor 62, the oil pump 64, and the alternator 66 The compressor torque Tc, the oil pump torque To, and the alternator torque Ta are increased / decreased to change the compressor torque Tc2 and the oil pump torque To2 so that the absolute value of the input shaft torque Tin exceeds the torque determination value Td. An alternator torque Ta2 is calculated. Further, in S9 corresponding to the operation of the auxiliary machine load control unit 112, based on the calculated torque, for example, an auxiliary machine such as the compressor 62, the oil pump 64, and the alternator 66 is supplied with a compressor output control signal Sc and an oil pump hydraulic control. By outputting the signal So, the alternator output control signal Sa, and the like, the load torque of the auxiliary machine is increased / decreased, whereby the absolute value of the input shaft torque Tin is set to a value exceeding the torque determination value Td.

  According to the present embodiment, the rattling noise in the spline portion of the continuously variable transmission 20 and the gear mechanism 22 that occurs with the fluctuation of the engine torque Te during the light load operation where the torque transmitted from the driving force source becomes small. Can be effectively suppressed by engaging the clutch C1 and increasing the inertia of the first power transmission path.

  In addition to the engagement of the clutch C1, the torque transmitted to the wheels from the engine 14 to the wheels is increased or decreased by increasing / decreasing the load torque to the engines such as the compressor 62, the oil pump 64, the alternator 66 and the like. The occurrence of rattling noise can be more effectively suppressed by setting the absolute value of the above to a predetermined value or more.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  According to the present embodiment, the input shaft torque Tin is measured, and the rattling sound is suppressed by setting the input shaft torque Tin to a predetermined value or more. However, the present invention is limited to the input shaft torque Tin. There is no. For example, the torque of any one of the rotating shafts from the input of the engine to the rotating shaft of the wheel (not shown), specifically, the input-side rotating shaft 32, the output-side rotating shaft 33, etc. is measured, and a predetermined set value It is also possible to fit in.

  Furthermore, when switching from gear travel to belt travel (high vehicle speed) or from belt travel (high vehicle speed) to gear travel, the belt travel (medium vehicle speed) in FIG. In particular, it is possible to directly switch from gear running to belt running (high vehicle speed) or from belt running (high vehicle speed) to gear running without going through a transitional belt running.

  In the above-described embodiment, the gear mechanism 22 is a mechanism having a gear ratio of one step. However, the gear mechanism 22 may have a mechanism having a gear ratio of two steps or more and capable of appropriately changing gears.

  In the above-described embodiment, the continuously variable transmission 20 is constituted by a belt-type continuously variable transmission. However, for example, a toroidal continuously variable transmission may be appropriately changed.

  In addition, although not illustrated one by one, the present invention can be implemented even if various changes are made without departing from the spirit of the present invention.

14: Engine 15: Vehicle power transmission device 20: Belt type continuously variable transmission (continuously variable transmission)
30: Planetary gear device (gear device)
C1: Forward clutch (clutch)
D1: meshing clutch (connection / disconnection mechanism)

Claims (1)

A first power transmission path for transmitting engine power to the wheels via the continuously variable transmission, and a second power transmission path for transmitting the engine power to the wheels via a clutch and a gear device having a connection / disconnection mechanism In a vehicle power transmission device in which the first power transmission path and the second power transmission path are alternatively used,
When the power of the engine is transmitted to the wheels using the first power transmission path, if the absolute value of torque transmitted from the engine to the wheels is below a predetermined value, the clutch is engaged. And the power transmission device for vehicles characterized by making the said connection / disconnection apparatus open | release.

Images