JP2019124255A - Control device of transmission for vehicle - Google Patents

Abstract

To provide a control device of a transmission for a vehicle which can reduce an incongruity imparted to a driver when switching a power transmission path to a stepped transmission part from a belt-type stepless transmission part.SOLUTION: In an electronic control device 80 of a transmission 78 for a vehicle in which a stepped transmission part 20 and a belt-type stepless transmission part 60 are arranged in parallel with each other, the electronic control device controls changeover responsiveness so that the responsiveness is lowered more than the case that a return time Trtn is shorter than a prescribed determination time Tjdg when the return time Trtn up until a gear change ratio γ2 of the stepless transmission part 60 reaches a determination gear change ratio γjdg at which the gear change ratio of the stepless transmission becomes switchable elapses the prescribed detection time Tjdg when a power transmission path is switched to the stepped transmission part 20 from the stepless transmission part 60. By this constitution, when the changeover of the power transmission path to the stepped transmission part 20 from the stepless transmission part 60 is delayed, the changeover of the power transmission path is mildly performed, and an incongruity imparted to a driver can be thereby be reduced.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a control device for a vehicle transmission, and more particularly to a control device for a vehicle transmission in which a stepped transmission unit and a belt type continuously variable transmission unit are disposed in parallel.

  There is known a vehicle transmission in which a stepped transmission unit and a belt-type continuously variable transmission unit are disposed in parallel. For example, the vehicle transmission described in Patent Document 1 is that. In the transmission for a vehicle described in Patent Document 1, switching control is performed such that the power transmission path in the transmission for the vehicle is a stepped transmission unit or a continuously variable transmission unit according to the vehicle speed of the vehicle and the like. .

JP, 2015-105708, A

  In the above-described vehicle transmission, when switching control of the power transmission path from the continuously variable transmission unit to the stepped transmission unit is performed, the transmission ratio of the continuously variable transmission unit and the transmission ratio of the stepped transmission unit If the difference between the two is too large, the shift shock becomes large. Therefore, it is conceivable to delay the switching so that the switching of the power transmission path is not performed until the transmission ratio of the continuously variable transmission unit falls within a predetermined range and approaches the transmission ratio of the stepped transmission unit. In this case, although the shift shock based on the mismatch of the transmission ratio of the continuously variable transmission unit and the stepped transmission unit is suppressed, the switching of the power transmission path is performed at a timing different from the driver's intention when the switching of the power transmission path is delayed. There is a possibility that a gear change may occur to cause the driver to feel uncomfortable.

  The present invention has been made against the background described above, and an object of the present invention is to switch the power transmission path from the belt-type continuously variable transmission unit to the stepped transmission unit. An object of the present invention is to provide a control device of a transmission for a vehicle which can reduce an uncomfortable feeling given to the vehicle.

  The subject matter of the present invention is a control device for a vehicle transmission in which a stepped transmission unit and a belt-type continuously variable transmission unit are disposed in parallel, and from the continuously variable transmission unit When switching the power transmission path to the stepped transmission unit, the return time until the transmission ratio of the continuously variable transmission unit returns to the allowable transmission ratio range where the switching is possible exceeds the predetermined determination time. In this case, control is performed so that the responsiveness of the switching is lower than in the case where the return time is less than or equal to the predetermined determination time.

  According to the control device for a vehicle transmission of the present invention, when switching the power transmission path from the continuously variable transmission unit to the stepped transmission unit, the transmission ratio of the continuously variable transmission unit is switched If the return time to return to within the allowable gear ratio range to be possible exceeds the predetermined determination time, control is performed such that the response of the switching becomes lower than in the case where the return time is equal to or less than the predetermined determination time. Be done. Thus, when the switching of the power transmission path from the continuously variable transmission unit to the stepped transmission portion is slow, the switching of the power transmission path is performed gently, so that the sense of discomfort given to the driver is reduced.

FIG. 1 is a skeleton view of a vehicle equipped with a vehicle transmission according to an embodiment of the present invention. It is a figure for demonstrating switching of the driving | running | working pattern of the power transmission device of FIG. In the transmission for vehicles of FIG. 1, it is an example of the timing chart by which switching of a power transmission path is performed from a continuously variable transmission part to a geared transmission part. It is a functional block diagram which illustrates the control function of the electronic control device for various control in vehicles, and the important section of the control system. It is an example of the flowchart explaining the principal part of the control action | operation of the electronic control apparatus of FIG.

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

  FIG. 1 is a skeleton view of a vehicle 10 equipped with a vehicle transmission 78 according to an embodiment of the present invention.

  The vehicle 10 includes an engine 12 as a driving power source and a power transmission 14 as a transaxle (T / A).

  In the power transmission device 14, torque (driving force) output from the engine 12 is input to the input shaft 26 via the torque converter 16. The power transmission device 14 has a first power transmission path through which the torque input to the input shaft 26 is transmitted to the output shaft 28 via the forward / reverse switching device 18 and the like, and the torque input to the input shaft 26 is continuously variable. A second power transmission path transmitted to the output shaft 28 via the transmission unit 60 is provided in parallel, and the power transmission path is switched according to the traveling state of the vehicle 10. The forward / reverse switching device 18 on the first power transmission path, the gear mechanism 22 described later, the counter shaft 38, the first gear 50, the meshing clutch D1, the second gear 52, the idler gear 42, the input gear 54, etc. This corresponds to the "stepped transmission unit 20" in the present invention. A continuously variable transmission unit 60 is provided on the second power transmission path, and the stepless transmission unit 20 and a belt type continuously variable transmission unit 60 are disposed in parallel to constitute a transmission 78 for a vehicle. Ru. The power from the engine 12 output via the output shaft 28 is output gear 24 and drive gear 46, counter shaft 44 and differential gear device 74 provided non-rotatably relative to output shaft 28 and counter shaft 44 respectively. , And are transmitted to the pair of drive wheels 76 via the driven gear 48 and the differential ring gear 72, which are provided so as to be relatively non-rotatable relative to each other, and the pair of axles 70.

  The engine 12 is configured by an internal combustion engine such as, for example, a gasoline engine or a diesel engine. The torque converter 16 includes a pump impeller 16p coupled to a crankshaft of the engine 12 and a turbine impeller 16t coupled to the forward-reverse switching device 18 via an input shaft 26 corresponding to an output side member of the torque converter 16. It is equipped and performs power transmission via fluid. A lockup clutch 56 is provided between the pump impeller 16p and the turbine impeller 16t, and when the lockup clutch 56 is completely engaged, the pump impeller 16p and the turbine impeller 16t are integrally rotated.

  The forward / reverse switching device 18 is mainly composed of a forward clutch C1, a reverse brake B1, and a double pinion type planetary gear device 30, and the carrier 30c is an input side of the input shaft 26 and the continuously variable transmission unit 60. The ring gear 30r is integrally connected to the rotating shaft 32, the ring gear 30r is selectively connected to the housing 58 as a non-rotation member via the reverse brake B1, and the sun gear 30s is connected to the small diameter gear 36 constituting the gear mechanism 22. There is. The sun gear 30s and the carrier 30c are selectively connected via the forward clutch C1. The forward clutch C <b> 1 and the reverse brake B <b> 1 correspond to connecting and disconnecting devices, and both are hydraulic friction engagement devices frictionally engaged by a hydraulic actuator.

  The gear mechanism 22 is configured to include a small diameter gear 36 and a large diameter gear 40 provided non-rotatably on the counter shaft 38. In addition, an idler gear 42 is provided so as to be rotatable relative to the counter shaft 38 about the same rotation center line as the counter shaft 38. Between the counter shaft 38 and the idler gear 42, a meshing clutch D1 is provided which selectively connects and disconnects these. The meshing clutch D1 is engageable with the first gear 50 formed on the counter shaft 38, the second gear 52 formed on the idler gear 42, and the first gear 50 and the second gear 52 And a non-illustrated hub sleeve on which non-illustrated spline teeth are formed, and the hub sleeve is engaged with the first gear 50 and the second gear 52. The counter shaft 38 and the idler gear 42 are connected. The meshing clutch D1 further includes a synchromesh mechanism S1 as a synchronization mechanism that synchronizes the rotation when the first gear 50 and the second gear 52 are fitted.

  The idler gear 42 meshes with an input gear 54 larger in diameter than the idler gear 42. The input gear 54 is provided so as to be incapable of relative rotation with respect to the output shaft 28 disposed on the same rotation center line as the rotation center line of the secondary pulley 64 of the continuously variable transmission unit 60 described later. The output shaft 28 is rotatably disposed, and the input gear 54 and the output gear 24 are provided so as not to be relatively rotatable. Thus, on the first power transmission path where the torque of the engine 12 is transmitted from the input shaft 26 to the output shaft 28 via the gear mechanism 22, there are a forward clutch C1, a reverse brake B1 and a meshing clutch D1. It is inserted.

  A belt travel clutch C2 is interposed between the continuously variable transmission unit 60 and the output shaft 28 for selectively connecting and disconnecting these. When the belt travel clutch C2 is engaged, the torque of the engine 12 is transmitted to the output shaft 28 via the input shaft 26 and the continuously variable transmission unit 60. When the belt travel clutch C2 is released, no torque is transmitted from the continuously variable transmission unit 60 to the output shaft 28.

  The continuously variable transmission unit 60 is provided on a power transmission path between the input side rotation shaft 32 connected to the input shaft 26 and the output shaft 28. The continuously variable transmission unit 60 has a primary pulley 62, which is a variable pulley having a variable effective diameter, provided on the input side rotation shaft 32, and an effective diameter provided on the output side rotation shaft 34 parallel to the input side rotation shaft 32. Is a variable pulley having a variable speed, and a transmission belt 66 wound around the pair of primary pulley 62 and secondary pulley 64, and the pair of primary pulley 62, secondary pulley 64 and transmission belt 66. Power transmission is performed via the friction between them.

  Primary pulley 62 is fixed sheave 62a fixed to input side rotation shaft 32, and movable with respect to input side rotation shaft 32 so as not to be relatively rotatable around the rotation center line and movable in the rotation center line direction. A sheave 62b and an input-side hydraulic actuator 62c that generates a thrust for moving the movable sheave 62b to change the V-groove width between the fixed sheave 62a and the movable sheave 62b. The secondary pulley 64 has a fixed sheave 64a fixed to the output side rotation shaft 34, and a movable sheave provided so as to be non-rotatable relative to the rotation center line with respect to the output side rotation shaft 34 and movable in the rotation center line direction. And an output-side hydraulic actuator 64c that generates a thrust for moving the movable sheave 64b to change the V-groove width between the fixed sheave 64a and the movable sheave 64b.

  The V-groove width of the pair of primary pulleys 62 and secondary pulleys 64 is changed to change the engagement diameter of the transmission belt 66, that is, the effective diameter, so that the gear ratio γ2 of the continuously variable transmission unit 60 (= input side rotation shaft The rotational speed ωin (rpm) of 32 / the rotational speed ωout (rpm) of the output side rotary shaft 34 is continuously changed. The gear ratio γ2 of the continuously variable transmission unit 60 is an arbitrary value between the minimum gear ratio γmin which is the change range and the maximum gear ratio γmax. Note that ω is not a angular velocity (rad / sec), but is used as a symbol representing a rotational velocity (rpm), and the same applies to symbols used thereafter. For example, when the V groove width of the primary pulley 62 is narrowed, the speed ratio γ2 is decreased, and the continuously variable transmission unit 60 is upshifted. When the V-groove width of the primary pulley 62 is increased, the transmission ratio γ2 is increased and the continuously variable transmission unit 60 is downshifted.

  FIG. 2 is a diagram for explaining switching of a traveling pattern of the power transmission device 14 of 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, "o" represents engagement, i.e. connection, and "x" represents release, i.e. cutoff. The meshing clutch D1 includes a synchromesh mechanism S1, and when the meshing clutch D1 is engaged, the synchromesh mechanism S1 operates.

  First, gear travel in which the torque of the engine 12 is transmitted to the output shaft 28 via the gear mechanism 22, that is, travel in which torque is transmitted by the stepped transmission unit 20 will be described. In gear travel, the forward clutch C1 and the meshing clutch D1 are engaged, while the belt travel clutch C2 and the reverse brake B1 are released.

  As the forward clutch C1 is engaged, the carrier 30c of the planetary gear device 30 and the sun gear 30s are integrally rotated, so the small diameter gear 36 is rotated at the same rotational speed as the input shaft 26. Since the small diameter gear 36 is engaged 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 since the idler gear 42 is engaged with the input gear 54, an output shaft provided integrally with the input gear 54 28 is rotated. Thus, when the forward clutch C1 and the meshing clutch D1 are engaged, the torque of the engine 12 is transmitted to the output shaft 28 via the torque converter 16, the input shaft 26, and the stepped transmission unit 20. Ru.

  Next, belt travel (high vehicle speed) in which the torque of the engine 12 is transmitted to the output shaft 28 via the continuously variable transmission unit 60 will be described. During belt travel (high vehicle speed), the belt travel clutch C2 is connected, while the forward clutch C1, the reverse brake B1, and the meshing clutch D1 are disconnected.

  Since the secondary pulley 64 and the output shaft 28 are connected by connecting the belt travel clutch C2, the secondary pulley 64 and the output shaft 28 are integrally rotated. At this time, the meshing clutch D1 is released in order to prevent the gear mechanism 22 and the like from rotating at high speeds while eliminating the drag of the gear mechanism 22 and the like while the belt is traveling. Thus, when the belt travel clutch C 2 is engaged, the torque of the engine 12 is transmitted to the output shaft 28 via the torque converter 16, the input shaft 26, and the continuously variable transmission unit 60.

  Gear travel is selected in the low vehicle speed region. The gear ratio γ1 of the stepped transmission unit 20 (the gear ratio γ1 is determined by the number of gear teeth on the first power transmission path) is larger than the maximum gear ratio γmax of the continuously variable transmission unit 60. It is set to. That is, the transmission gear ratio γ1 of the stepped transmission unit 20 is set to a value not set in the continuously variable transmission unit 60. For example, when it is determined that the vehicle travels to the belt traveling as the vehicle speed V increases, the belt traveling is switched to the belt traveling. Here, when switching from gear travel to belt travel (high vehicle speed) or from belt travel (high vehicle speed) to gear travel, it is switched via belt travel (medium vehicle speed) transiently.

  For example, when switching from belt travel (high vehicle speed) to gear travel, transition from a state in which the belt travel clutch C2 is engaged to a state in which the meshing clutch D1 is engaged as preparation for switching to gear travel Be 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 travel clutch C2 are switched, that is, the forward clutch C1 is engaged. When the belt travel clutch C2 is disconnected, the power transmission path is switched from the continuously variable transmission unit 60 to the stepped transmission unit 20. At this time, the vehicle transmission 78 is substantially downshifted.

  For example, when switching from gear travel to belt travel (high vehicle speed), the belt travel clutch C2 and the engagement clutch D1 are engaged from the state where the forward movement clutch C1 and the engagement clutch D1 corresponding to the gear travel are engaged. Transition to the normal state. That is, switching of the forward movement clutch C1 and the belt travel clutch C2 is performed. At this time, the power transmission path is switched from the stepped transmission unit 20 to the continuously variable transmission unit 60, and the vehicle transmission 78 is substantially upshifted. Then, after the power transmission path is switched, the meshing clutch D1 is released in order to prevent unnecessary drag and high rotation of the gear mechanism 22 and the like.

  FIG. 3 is an example of a timing chart in which switching of a power transmission path is performed from the continuously variable transmission unit 60 to the stepped transmission unit 20 in the vehicle transmission 78 of FIG. 1.

  If it is determined at time t0 that switching from continuously variable transmission unit 60 to stepped transmission unit 20 of the power transmission path is to be performed based on the operation by the driver, for example, the return operation of the accelerator pedal, continuously variable transmission The gear ratio γ2 of the unit 60 is returned from the minimum gear ratio γmin to the maximum gear ratio γmax so as to be close to the gear ratio γ1 of the stepped transmission unit 20. That is, in order to reduce the shift shock accompanying the switching of the power transmission path, the gear ratio γ2 of the continuously variable transmission unit 60 is increased. As shown by the alternate long and short dash line in FIG. 3, the gear ratio γ2 of the continuously variable transmission unit 60 is normally determined gear ratio γjdg at time t1 earlier than the target timing t-tag when a predetermined determination time Tjdg has elapsed from time t0 It is considered above. If the determination gear ratio γjdg is equal to or greater than the determination gear ratio γjdg of the continuously variable transmission unit 60, the gear change from the continuously variable transmission unit 60 to the stepless transmission unit 20 is performed The value is set in advance experimentally or by design to a value that makes the shock relatively small. That is, the permitted transmission ratio range γpmt in which the switching of the power transmission path is permitted is the stepped transmission unit 20 within the change range of the transmission ratio of the continuously variable transmission 60 preset so as to reduce the shift shock. In the present embodiment, the gear ratio γ2 of the continuously variable transmission unit 60 is in the range not less than the determination gear ratio γjdg and not more than γmax. Also, as described later, even if the response of the switching of the power transmission path from the continuously variable transmission unit 60 to the stepped transmission unit 20 is high, the predetermined judgment time Tjdg is an uncomfortable feeling that the switching of the power transmission path gives the driver Is set in advance experimentally or by design at such a time as to be relatively low. As a result, even if the power transmission path is switched at the target timing t-tag, the shift shock does not deviate so much from the driver's intended timing, and the driver does not receive much discomfort.

  By the way, in the belt type continuously variable transmission unit 60, the flow rate of the hydraulic oil necessary for the input hydraulic actuator 62c and the output hydraulic actuator 64c is not secured, and the transmission belt 66 does not move to the target winding position That is, so-called belt return delay may occur. For example, as shown by the solid line in FIG. 3, it is at time t2 that the gear ratio γ2 of the continuously variable transmission unit 60 becomes the determination gear ratio γjdg, and the gear ratio γ2 of the continuously variable transmission unit 60 becomes switchable. The return time Trtn of the transmission belt 66, which is the time taken to reach the determination gear ratio γjdg or more, takes from time t0 to time t2. At this time, although the gear ratio γ2 of the continuously variable transmission unit 60 becomes the determination gear ratio γjdg, a delay time Tdly occurs with respect to the target timing t-tag. In such a case, when the power transmission path is switched at time t2, the shift shock based on the mismatch between gear ratio γ2 of continuously variable transmission unit 60 and gear ratio γ1 of stepped transmission unit 20 is made relatively small. However, at time t2 when the power transmission path is switched, the delay time Tdly has elapsed with respect to the target timing t-tag which has a relatively short elapsed time from the time t0 when the operation is performed by the driver. Therefore, even if the shift shock based on the mismatch of the gear ratios γ1 and γ2 is relatively small, the shift shock accompanying the switching of the power transmission path may occur at an unintended timing of the driver and the driver may feel discomfort. There is. Therefore, as described later, when the return time Trtn of the transmission belt 66 exceeds the predetermined determination time Tjdg, the switching of the power transmission path is more gradual than in the case where the return time Trtn is the predetermined determination time Tjdg or less. In other words, by performing switching with low responsiveness, the sense of discomfort given to the driver is reduced. As described above, since gear ratio γ1 of stepped transmission unit 20 is set to a value larger than maximum gear ratio γmax of continuously variable transmission unit 60, gear ratio γ2 of continuously variable transmission unit 60 Even if it is within the permitted gear ratio range γpmt, a certain degree of shift shock occurs, and the magnitude of the shift shock changes according to the level of response of switching.

  FIG. 4 is a functional block diagram illustrating the control function of the electronic control unit 80 for various controls in the vehicle 10 and the main part of the control system. The electronic control unit 80 is also called an electronic control unit, and is configured to include a so-called microcomputer provided with a CPU, a RAM, a ROM, an input / output interface, etc. The various devices of the vehicle 10 are controlled by performing signal processing according to a program stored in advance. The electronic control unit 80 corresponds to the "control unit" in the present invention.

  In the electronic control unit 80, a vehicle speed V (km / h) detected by a vehicle speed sensor 90, a primary pulley rotational speed sensor 92, a secondary pulley rotational speed sensor 94, and an accelerator opening degree sensor 96 provided in the vehicle 10. , Various signals of the accelerator opening degree (%) corresponding to the rotation speed .omega.in (rpm) of the input side rotation shaft 32, the rotation speed .omega.out (rpm) of the output side rotation shaft 34, and the depression operation amount of the accelerator pedal .

  From the electronic control unit 80, an engine output control signal Se for output control of the engine 12, a shift hydraulic control signal Scvt for hydraulic control for the shift of the continuously variable transmission 60, a travel mode of the power transmission device 14 A traveling mode switching hydraulic control signal Sswt for controlling the forward clutch C1, the reverse brake B1, the belt travel clutch C2 and the meshing clutch D1 related to the switching, and a torque converter for hydraulic control of the torque converter 16 The hydraulic control signals Slu and the like are respectively output. For example, as solenoid control signals Sswt for traveling mode switching, drive respective solenoid valves for adjusting the respective hydraulic pressures supplied to the respective hydraulic actuators of the forward clutch C1, reverse brake B1, belt travel clutch C2 and meshing clutch D1. A command signal (hydraulic command) to output the command is output to the hydraulic control circuit 100.

  The electronic control unit 80 includes a gear ratio determination unit 80a, a return time determination unit 80b, and a responsiveness setting unit 80c.

  When a target timing t-tag at which a predetermined determination time Tjdg has elapsed from time t0 at which the operation is performed by the driver, the gear ratio determination unit 80a determines, for example, the rotational speed ωin of the input-side rotary shaft 32 of the continuously variable transmission unit 60 Whether the gear ratio γ2 (= ωin / ωout) of the continuously variable transmission unit 60 has returned to within the permitted gear ratio range γpmt based on the rotation speed ωout of the output side rotation shaft 34, ie, the gear change of the continuously variable transmission unit 60 It is determined whether the ratio γ2 has become equal to or greater than the determination gear ratio γjdg. When it is determined that the gear ratio γ2 is equal to or greater than the determination gear ratio γjdg, the gear ratio determination unit is such that the restriction on switching from the continuously variable transmission unit 60 to the stepped transmission unit 20 of the power transmission path is released. 80a returns a command signal to the time determination unit 80b. If it is determined that the gear ratio γ2 is less than the determination gear ratio γjdg, the gear ratio determination unit 80a repeats the determination until the gear ratio γ2 becomes greater than or equal to the determination gear ratio γjdg, and after becoming greater than or equal to the determination gear ratio γjdg The ratio determination unit 80a returns a command signal to the time determination unit 80b.

  The return time determination unit 80b determines whether the return time Trtn is longer than a predetermined determination time Tjdg. For example, at target timing t-tag at which predetermined determination time Tjdg has elapsed from time t0, when gear ratio determination unit 80a determines that gear ratio γ2 of continuously variable transmission unit 60 is greater than or equal to determination gear ratio γjdg The return time Trtn is determined to be equal to or less than the predetermined determination time Tjdg, and the return time is determined if the gear ratio determination unit 80a determines that the gear ratio γ2 of the continuously variable transmission unit 60 is less than the determination gear ratio γjdg. It is determined that Trtn exceeds a predetermined determination time Tjdg. Then, the return time determination unit 80b outputs a command signal to the responsiveness setting unit 80c.

  When a command signal is input from return time determination unit 80b, responsiveness setting unit 80c transmits a power transmission path from continuously variable transmission unit 60 to stepped transmission unit 20 based on the determination result of return time determination unit 80b. Set the response of switching. Specifically, when it is determined that the return time Trtn is equal to or less than the predetermined determination time Tjdg, the responsiveness setting unit 80c sets the responsiveness of the switching of the power transmission path high. When it is determined that the return time Trtn exceeds the predetermined determination time Tjdg, the responsiveness setting unit 80c sets the responsiveness of switching of the power transmission path low. That is, when it is determined that the return time Trtn has exceeded the predetermined determination time Tjdg, the responsiveness of the switching of the power transmission path is greater than when the return time Trtn is determined to be less than the predetermined determination time Tjdg. It is set low. When the response of switching of the power transmission path is set high, switching of the forward clutch C1 and the belt travel clutch C2, that is, engagement of the forward clutch C1 and disconnection of the belt travel clutch C2 (engagement start The time from the start of engagement to the completion of engagement and the time from the start of shutoff to the completion of shutoff are performed in a relatively short time. On the other hand, when the response of switching of the power transmission path is set low, switching of the forward clutch C1 and the belt travel clutch C2 is performed in a relatively long time. That is, when the responsiveness of switching is set to be high, the above-described clutch replacement is performed promptly, and when the responsiveness of switching is set to be low, the above-described clutch switching is performed gently. Then, the electronic control unit 80 outputs the traveling mode switching hydraulic control signal Sswt to the hydraulic control circuit 100 in accordance with the responsiveness set regarding the switching of the power transmission path.

  FIG. 5 is an example of a flowchart explaining the main part of the control operation of the electronic control unit 80 of FIG.

  The flowchart in FIG. 5 is based on the electronic control unit 80 switching the power transmission path from the continuously variable transmission unit 60 to the stepped transmission unit 20 by, for example, reducing the accelerator opening degree θacc by the operation of the driver. It is started by the decision.

  First, in step S10 corresponding to the gear ratio determination unit 80a, switching of the power transmission path based on the gear ratio γ2 of the continuously variable transmission unit 60, that is, gear change from the continuously variable transmission unit 60 to the geared transmission unit 20 It is determined whether or not to release the restriction of. Specifically, it is determined that gear ratio γ2 of continuously variable transmission unit 60 has returned to within permitted gear ratio range γpmt, that is, it is determined that gear ratio γ2 of continuously variable transmission unit 60 has become equal to or greater than determination gear ratio γjdg And the restriction of switching of the power transmission path is released. If the determination in step S10 is affirmed, step S20 is executed. If the determination in step S10 is negative, step S10 is executed again.

  In step S20 corresponding to the return time determination unit 80b, it is determined whether the return time Trtn exceeds a predetermined determination time Tjdg. If the determination in step S20 is affirmative, step S30 is performed. If the determination in step S20 is negative, step S40 is performed.

  In step S30 corresponding to the responsiveness setting unit 80c, the responsiveness of switching of the power transmission path is set low. Thereby, the switching of the power transmission path is performed relatively gently, that is, the changeover of the forward clutch C1 and the belt traveling clutch C2 is performed for a relatively long time, and from the transmission gear ratio γ2 of the continuously variable transmission unit 60 A shift to the transmission gear ratio γ1 of the step transmission unit 20 is performed. And it ends.

  In step S40 corresponding to the responsiveness setting unit 80c, the responsiveness of switching of the power transmission path is set high. Thereby, the switching of the power transmission path is performed relatively quickly, that is, the changeover of the forward clutch C1 and the belt traveling clutch C2 is performed in a relatively short time, and from the transmission gear ratio γ2 of the continuously variable transmission unit 60 A shift to the transmission gear ratio γ1 of the step transmission unit 20 is performed. And it ends.

  According to the electronic control unit 80 of the vehicle 10 of the present embodiment, in the vehicle transmission 78 in which the stepped transmission unit 20 and the belt type continuously variable transmission unit 60 are disposed in parallel, the continuously variable transmission When the power transmission path is switched from unit 60 to stepped transmission unit 20, return time Trtn until return to within permitted gear ratio range γpmt, in which gear ratio γ2 of continuously variable transmission unit 60 becomes switchable, is predetermined When the determination time Tjdg is exceeded, the response of switching is controlled to be lower than in the case where the return time Trtn is equal to or less than the predetermined determination time Tjdg. Thereby, when the switching of the power transmission path from the continuously variable transmission unit 60 to the stepped transmission unit 20 is slow, the switching of the power transmission path is performed gently but at a timing different from the driver's intention. As a result, the shift shock associated with the driver is reduced, and the driver's discomfort is reduced.

  Although the embodiments of the present invention have been described above with reference to the drawings, the present invention is also applicable in other aspects.

  Although the predetermined determination time Tjdg is one in the above embodiment, the present invention is not limited to this. For example, a plurality of predetermined determination times Tjdg are set, and the response of switching of the power transmission path from continuously variable transmission unit 60 to stepped transmission unit 20 is controlled to be sequentially lowered as return time Trtn is longer. Also good.

  In the above-described embodiment, whether the gear ratio γ2 of the continuously variable transmission unit 60 has returned to within the permitted gear ratio range γpmt is the input side detected by the primary pulley rotational speed sensor 92 and the secondary pulley rotational speed sensor 94, respectively. Although the determination is made based on the rotation speed ω in of the rotation shaft 32 and the rotation speed ω out of the output side rotation shaft 34, the invention is not limited thereto. For example, whether the position of the movable sheave 62b in the direction of the rotation center line is returned to a position corresponding to the permitted gear ratio range γpmt by detecting the position of the movable sheave 62b of the primary pulley 62 in the direction of the rotation center line. It may be determined based on.

  The above description is merely an embodiment of the present invention, and the present invention can be implemented in variously modified and improved modes based on the knowledge of those skilled in the art without departing from the scope of the present invention.

10: vehicle 14: power transmission device 20: stepped transmission unit 60: continuously variable transmission unit 78: transmission 80 for vehicle: electronic control unit (control device)
Tjdg: Judgment time Trtn: Return time γ1: Transmission gear ratio γ2: Stepless transmission transmission ratio γjdg: Judgment transmission ratio γpmt: Permitted transmission ratio range

Claims (1)

A control device for a vehicle transmission in which a stepped transmission unit and a belt-type continuously variable transmission unit are disposed in parallel,
When switching the power transmission path from the continuously variable transmission unit to the stepped transmission unit, a return time until the transmission ratio of the continuously variable transmission unit returns to the allowable transmission ratio range where the switchable is possible When the predetermined time exceeds the predetermined determination time, control is performed such that the response of the switching becomes lower than that in the case where the return time is equal to or less than the predetermined determination time.

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