JP2019168055A - Control device of automatic transmission - Google Patents

Abstract

To provide a control device of an automatic transmission which can suppress the impartment of an incongruity to a driver at the changeover transition of a gear change control form.SOLUTION: This control device of an automatic transmission comprises a first power transmission path for transmitting the power of an engine to wheels via a stepless gear change part, and a second power transmission path for transmitting the power of the engine to the wheels via a gear device in parallel with each other, and the first power transmission path and the second power transmission path are alternatively used in the control device. The control device comprises: target input shaft rotational speed calculation means for calculating a stationary target input shaft rotational speed on the basis of a driver requirement, and calculating a dynamic target input shaft rotational speed on the basis of the calculated stationary target input shaft rotational speed; a determination part for determining the changeover of a gear change control form on the basis of the stationary target input shaft rotational speed; and a delay processing part for making the changeover determination delay until the dynamic input shaft rotational speed reaches the stationary input shaft rotational speed.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a control device for an automatic transmission.

  Patent Document 1 describes a vehicle including a continuously variable transmission and a gear mechanism in parallel with a power transmission path between an input shaft and an output shaft. In the vehicle described in Patent Document 1, the shift control unit performs the CVT shift in consideration of the shift characteristic of the CtoC shift to be a stepped shift, or the CtoC in consideration of the shift characteristic of the CVT shift to be a continuously variable shift. By performing the shift, a consistent shift feeling (drivability) is realized throughout the stepped travel region and the continuously variable travel region.

Japanese Patent Laid-Open No. 2015-200413

  In general, switching from a stepped travel region to a continuously variable travel region is performed by controlling an automatic transmission at a static target input shaft rotational speed, and a speed change control mode according to a change in the static target input shaft rotational speed. This is implemented by determining whether to switch. It is conceivable to carry out a smoothing process of the dynamic target input shaft rotation speed at the time of switching the shift control mode. However, while the input shaft rotational speed does not reach the static target input shaft rotational speed and is changing at the dynamic target input shaft rotational speed, the switching determination is performed and the above-described annealing process is performed. Then, the change state of the input shaft rotation speed is different from the dynamic change state of the target input shaft rotation speed so far. As a result, there is a possibility that the driver may feel uncomfortable at the time of transition from the stepped traveling region to the continuously variable traveling region.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a control device for an automatic transmission that can suppress the driver from feeling uncomfortable during the transition transition of the shift control mode. .

  A control device for an automatic transmission according to the present invention includes a first power transmission path for transmitting engine power to wheels via a continuously variable transmission, and a second power for transmitting engine power to wheels via a gear device. A control device for an automatic transmission comprising a transmission path in parallel, wherein the first power transmission path and the second power transmission path are alternatively used, and the static target input shaft rotation based on a driver request Target input shaft rotational speed calculating means for calculating a speed and calculating a dynamic target input shaft rotational speed based on the calculated static target input shaft rotational speed, and a speed change control mode based on the static target input shaft rotational speed And a delay processing unit that delays the switching determination until the dynamic input shaft rotational speed reaches the static target input shaft rotational speed.

  According to the control apparatus for an automatic transmission according to the present invention, the change determination of the shift control mode is performed at the switching transition time when the dynamic target input shaft rotation speed is changing, and the change state of the dynamic target input shaft rotation speed is changed. Since the change is suppressed, it is possible to suppress the driver from feeling uncomfortable at the time of the power transmission path switching transition.

FIG. 1 is a skeleton diagram showing a configuration of a vehicle to which a control device for an automatic transmission according to an embodiment of the present invention is applied. FIG. 2 is a diagram illustrating an engagement table of engagement elements for each traveling pattern of the power transmission device. FIG. 3 is a diagram for explaining a main part of the control function and control system of the vehicle shown in FIG. FIG. 4 is a timing chart for explaining the conventional switching process from the second power transmission path to the first power transmission path. FIG. 5 is a timing chart for explaining the switching process according to the embodiment of the present invention.

  Hereinafter, an automatic transmission control apparatus according to an embodiment of the present invention will be described with reference to the drawings.

[Vehicle configuration]
First, a configuration of a vehicle to which a control device for an automatic transmission according to an embodiment of the present invention is applied will be described with reference to FIGS. 1 and 2.

  FIG. 1 is a skeleton diagram showing a configuration of a vehicle to which a control device for an automatic transmission according to an embodiment of the present invention is applied. As shown in FIG. 1, a vehicle 10 to which an automatic transmission control device according to an embodiment of the present invention is applied includes an engine 12 that functions as a driving force source for driving, a drive wheel 14, and an engine 12 and a drive. A power transmission device 16 provided between the wheels 14 is provided.

  The power transmission device 16 is provided integrally with a turbine shaft that is a known torque converter 20 as a fluid transmission device coupled to the engine 12 and an output rotation member of the torque converter 20 in a housing 18 as a non-rotating member. Input belt 22, a known belt-type continuously variable transmission 24 (hereinafter, continuously variable transmission 24) as a continuously variable transmission mechanism connected to the input shaft 22, and a forward / reverse switching device connected to the input shaft 22. 26, a gear mechanism (gear device) 28 as a transmission mechanism connected to the input shaft 22 through the forward / reverse switching device 26 and provided in parallel with the continuously variable transmission 24, the continuously variable transmission 24, and the gear mechanism 28; A reduction gear device 3 comprising a pair of gears which are provided so as not to rotate relative to the output shaft 30, the counter shaft 32, the output shaft 30, and the counter shaft 32, which are common output rotating members. , And a counter shaft 32 differential gear 38 connected to a gear 36 relatively unrotatably provided, the axle 40 of the pair connected to the differential gear 38 and the like. In the power transmission device 16 configured as described above, the power of the engine 12 (the torque and the force are synonymous unless otherwise specified) is transmitted to the torque converter 20, the continuously variable transmission 24 (or the forward / reverse switching device 26 and the gear mechanism 28). ), The reduction gear device 34, the differential gear 38, the axle 40, and the like are sequentially transmitted to the pair of drive wheels 14.

  In this way, the power transmission device 16 outputs the power of the engine 12 to the engine 12 (here, the input shaft 22 which is an input rotating member to which the power of the engine 12 is transmitted) and the driving wheel 14 (here, the driving wheel 14 is output). A continuously variable transmission 24 and a gear mechanism 28 that are provided in parallel with the power transmission path between the output rotating member 30 and the output shaft 30 that agrees with the output shaft 30. Therefore, the power transmission device 16 transmits the power of the engine 12 from the input shaft 22 to the drive wheel 14 side (that is, the output shaft 30) via the continuously variable transmission 24, and the power of the engine 12. A second power transmission path that transmits from the input shaft 22 to the drive wheel 14 side (that is, the output shaft 30) via the gear mechanism 28 (gear device), and the first power transmission according to the traveling state of the vehicle 10. The path and the second power transmission path are configured to be switched. Therefore, the power transmission device 16 serves as a clutch mechanism for selectively switching between the first power transmission path and the second power transmission path, and a CVT travel clutch as a first clutch mechanism for intermittently transmitting power in the first power transmission path. C2 and a forward clutch C1 and a reverse brake B1 as a second clutch mechanism for intermittently transmitting power in the second power transmission path. The CVT travel clutch C2, the forward clutch C1, and the reverse brake B1 are equivalent to a connection / disconnection device, and are all known hydraulic friction engagement devices (friction clutches) that are frictionally engaged by a hydraulic actuator. It is. Further, each of the forward clutch C1 and the reverse brake B1 is one of the elements constituting the forward / reverse switching device 26, as will be described later.

  The forward / reverse switching device 26 is provided coaxially with the input shaft 22 around the input shaft 22 and mainly includes a double pinion planetary gear device 26p, a forward clutch C1, and a reverse brake B1. Has been. The carrier 26c of the planetary gear unit 26p is integrally connected to the input shaft 22, the ring gear 26r of the planetary gear unit 26p is selectively connected to the housing 18 via the reverse brake B1, and the sun gear 26s of the planetary gear unit 26p is A small-diameter gear 42 is provided around the input shaft 22 so as to be rotatable relative to the input shaft 22 coaxially. Further, the carrier 26c and the sun gear 26s are selectively coupled via the forward clutch C1. In the forward / reverse switching device 26 configured as described above, when the forward clutch C1 is engaged and the reverse brake B1 is released, the input shaft 22 is directly connected to the small-diameter gear 42, and in the second power transmission path. The forward power transmission path is established (achieved). When the reverse brake B1 is engaged and the forward clutch C1 is released, the small-diameter gear 42 is rotated in the reverse direction with respect to the input shaft 22, and the reverse power transmission path in the second power transmission path. Is established. When both the forward clutch C1 and the reverse brake B1 are released, the second power transmission path is set to a neutral state (power transmission cutoff state) in which power transmission is interrupted.

  The gear mechanism 28 includes a small-diameter gear 42 and a large-diameter gear 46 that is provided on the gear mechanism counter shaft 44 so as not to rotate relative to the small-diameter gear 42. Therefore, the gear mechanism 28 is a transmission mechanism in which one gear stage (gear ratio) is formed. An idler gear 48 is provided around the gear mechanism counter shaft 44 so as to be rotatable relative to the gear mechanism counter shaft 44 coaxially. Around the gear mechanism counter shaft 44, a meshing clutch D1 is provided between the gear mechanism counter shaft 44 and the idler gear 48 to selectively connect and disconnect between them. Therefore, the meshing clutch D1 functions as a third clutch mechanism that is provided in the power transmission device 16 and that interrupts power transmission in the second power transmission path. Specifically, the meshing clutch D1 is fitted to the first gear 50 formed on the gear mechanism counter shaft 44, the second gear 52 formed on the idler gear 48, and the first gear 50 and the second gear 52. And a hub sleeve 54 formed with inner teeth that can be engaged (engageable and meshable). In the meshing clutch D <b> 1 configured as described above, the gear mechanism counter shaft 44 and the idler gear 48 are connected by the hub sleeve 54 being engaged with the first gear 50 and the second gear 52. The meshing clutch D1 further includes a known synchromesh mechanism S1 as a synchronization mechanism that synchronizes rotation when the first gear 50 and the second gear 52 are engaged. The idler gear 48 meshes with an output gear 56 having a larger diameter than the idler gear 48. The output gear 56 is provided around the same rotational axis as the output shaft 30 so as not to rotate relative to the output shaft 30. When one of the forward clutch C1 and the reverse brake B1 is engaged and the meshing clutch D1 is engaged, the power of the engine 12 is transferred from the input shaft 22 to the forward / reverse switching device 26, the gear mechanism 28, and the idler gear 48. And a second power transmission path that is transmitted to the output shaft 30 via the output gear 56 in sequence, is established (connected).

  The continuously variable transmission 24 is provided on a power transmission path between the input shaft 22 and the output shaft 30. The continuously variable transmission 24 includes a primary pulley 58 having a variable effective diameter provided on the input shaft 22, a secondary pulley 62 having a variable effective diameter provided on a rotary shaft 60 coaxial with the output shaft 30, and a pair thereof. A transmission belt 64 wound between the variable pulleys 58 and 62, and power is transmitted via a frictional force between the pair of variable pulleys 58 and 62 and the transmission belt 64. In the continuously variable transmission 24, the V groove width of the pair of variable pulleys 58 and 62 is changed to change the engagement diameter (effective diameter) of the transmission belt 64, whereby the transmission ratio (gear ratio) γ (= input shaft). The rotational speed Ni / output shaft rotational speed No) is continuously changed. For example, when the V groove width of the primary pulley 58 is reduced, the gear ratio γ is reduced (that is, the continuously variable transmission 24 is upshifted). Further, when the V groove width of the primary pulley 58 is increased, the gear ratio γ is increased (that is, the continuously variable transmission 24 is downshifted). The output shaft 30 is disposed around the rotation shaft 60 so as to be relatively rotatable coaxially with the rotation shaft 60. The CVT travel clutch C2 is provided closer to the drive wheel 14 than the continuously variable transmission 24 (that is, provided between the secondary pulley 62 and the output shaft 30), and the secondary pulley 62 and the output shaft 30 Selectively connect between. When the CVT travel clutch C2 is engaged, a first power transmission path is established (connected) in which the power of the engine 12 is transmitted from the input shaft 22 to the output shaft 30 via the continuously variable transmission 24. It is done.

  The operation of the power transmission device 16 will be described below. FIG. 2 is a diagram for explaining the switching of the travel pattern using the engagement table of the engagement elements for each travel pattern of the power transmission device 16. In FIG. 2, C1 corresponds to the operating state of the forward clutch C1, C2 corresponds to the operating state of the CVT traveling clutch C2, B1 corresponds to the operating state of the reverse brake B1, and D1 is the meshing clutch D1. "○" indicates engagement (connection), and "x" indicates release (cutoff).

  First, gear traveling, which is a traveling pattern in which the power of the engine 12 is transmitted to the output shaft 30 via the gear mechanism 28 (that is, a traveling pattern in which power is transmitted through the second power transmission path) will be described. In this gear travel, as shown in FIG. 2, for example, the forward clutch C1 and the meshing clutch D1 are engaged, while the CVT travel clutch C2 and the reverse brake B1 are released. Specifically, when the forward clutch C1 is engaged, the planetary gear device 26p constituting the forward / reverse switching device 26 is integrally rotated, so that the small-diameter gear 42 is rotated at the same rotational speed as the input shaft 22. . Further, since the small-diameter gear 42 is meshed with the large-diameter gear 46 provided on the gear mechanism counter shaft 44, the gear mechanism counter shaft 44 is similarly rotated. Further, since the meshing clutch D1 is engaged, the gear mechanism counter shaft 44 and the idler gear 48 are connected. Since the idler gear 48 is meshed with the output gear 56, the output shaft 30 provided integrally with the output gear 56 is rotated. As described above, when the forward clutch C1 and the meshing clutch D1 are engaged, the power of the engine 12 is output to the output shaft through the torque converter 20, the forward / reverse switching device 26, the gear mechanism 28, the idler gear 48, and the like sequentially. 30. In this gear travel, for example, when the reverse brake B1 and the meshing clutch D1 are engaged, the reverse travel is enabled when the CVT travel clutch C2 and the forward clutch C1 are released.

  Next, a description will be given of CVT travel, which is a travel pattern in which the power of the engine 12 is transmitted to the output shaft 30 via the continuously variable transmission 24 (that is, a travel pattern in which power is transmitted through the first power transmission path). . In this CVT travel, as shown in CVT travel (high vehicle speed) in FIG. 2, for example, the CVT travel clutch C2 is engaged, while the forward clutch C1, the reverse brake B1, and the meshing clutch D1 are released. The Specifically, when the CVT travel clutch C2 is engaged, the secondary pulley 62 and the output shaft 30 are connected, so that the secondary pulley 62 and the output shaft 30 are integrally rotated. As described above, when the CVT traveling clutch C2 is engaged, the power of the engine 12 is transmitted to the output shaft 30 via the torque converter 20, the continuously variable transmission 24, and the like sequentially. The release of the meshing clutch D1 during the CVT traveling (high vehicle speed) eliminates dragging of the gear mechanism 28 during CVT traveling, for example, and prevents the gear mechanism 28 and the like from rotating at a high vehicle speed. It is to do.

  The gear traveling is selected, for example, in a low vehicle speed region including when the vehicle is stopped. The gear ratio γ1 (that is, the gear ratio EL formed by the gear mechanism 28) in the second power transmission path is the maximum gear ratio formed by the continuously variable transmission 24 (that is, the lowest gear that is the lowest gear speed side gear ratio). Ratio) is set to a value larger than γmax (that is, the gear ratio on the low side). For example, the gear ratio γ1 corresponds to the first speed gear ratio γ1 that is the gear ratio of the first speed gear stage in the power transmission device 16, and the lowest gear ratio γmax of the continuously variable transmission 24 is the second gear ratio γmax in the power transmission device 16. This corresponds to the second speed gear ratio γ2 that is the gear ratio of the speed gear stage. Therefore, for example, gear travel and CVT travel are switched according to a shift line for switching between the first speed gear stage and the second speed gear stage in a known shift map of a stepped transmission. Further, for example, in CVT traveling, a known method is used to perform a shift (for example, a CVT shift or a continuously variable shift) in which the gear ratio γ is changed based on a travel state such as the accelerator opening θacc and the vehicle speed V. . Here, when switching from gear travel to CVT travel (high vehicle speed), or from CVT travel (high vehicle speed) to gear travel, as shown in FIG. 2, the CVT travel (medium vehicle speed) is switched via a transition. It is done.

  For example, when switching from gear traveling to CVT traveling (high vehicle speed), the CVT 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. The vehicle is transitively switched to the CVT traveling (medium vehicle speed) that has been performed. That is, a shift (for example, clutch-to-clutch shift (hereinafter referred to as CtoC shift)) is performed in which the forward clutch C1 is released and the CVT travel clutch C2 is engaged. At this time, the power transmission path is changed from the second power transmission path to the first power transmission path, and the power transmission device 16 is substantially upshifted. Then, after the power transmission path is switched, the meshing clutch D1 is released to prevent unnecessary dragging and high rotation of the gear mechanism 28 and the like (see driven input cutoff in FIG. 2). In this way, the meshing clutch D1 functions as a driven input cutoff clutch that blocks input from the drive wheel 14 side.

  Further, for example, when switching from CVT travel (high vehicle speed) to gear travel, the meshing clutch D1 is further engaged in preparation for switching from gear CVT travel clutch C2 to gear travel. The vehicle is transiently switched to CVT running (medium vehicle speed) (see the downshift preparation in FIG. 2). In this CVT traveling (medium vehicle speed), the rotation is transmitted to the sun gear 26s of the planetary gear unit 26p via the gear mechanism 28. When a shift (for example, CtoC shift) is executed to release the CVT travel clutch C2 and engage the forward clutch C1 from this CVT travel (medium vehicle speed) state, the operation is switched to gear travel. . At this time, the power transmission path is changed from the first power transmission path to the second power transmission path, and the power transmission device 16 is substantially downshifted.

  Further, the vehicle 10 has a plurality of types of travel modes (travel mode, shift control mode) for allowing the vehicle 10 to travel selectively. Specifically, the vehicle 10 is experimentally or experimentally obtained in advance for running so that it can be driven in a fuel-efficient state while extracting power performance as a plurality of types of travel modes that can be selectively switched. Normal mode stored and stored (i.e., predetermined) and a predetermined sport mode for driving so that driving can be performed with priority given to power performance over fuel efficiency compared to the normal mode. (That is, the power mode) and a predetermined eco mode for running so as to be able to drive in a state in which the fuel efficiency is prioritized over the power performance compared to the normal mode. For this reason, the vehicle 10 is provided with a travel mode selection switch 70 (see FIG. 3) that can select a plurality of types of travel modes by human operation, for example, in the vicinity of the driver's seat. The travel mode selection switch 70 includes, for example, a sport mode switch 72 for setting the travel mode to the sport mode and an eco mode switch 74 for setting the travel mode to the eco mode (see FIG. 3). The traveling mode selection switch 70 is, for example, a seesaw type switch. When the sports mode switch 72 or the eco mode switch 74 is pressed by the driver in the traveling mode selection switch 70, the sports mode or the eco mode is selected (set). The When neither the sport mode switch 72 nor the eco mode switch 74 is pressed in the travel mode selection switch 70, the normal mode is selected.

  FIG. 3 is a diagram for explaining a control function of the vehicle 10 and a main part of the control system. As shown in FIG. 3, the vehicle 10 is provided with an electronic control device 80 including a control device for the vehicle 10 that switches the traveling pattern of the power transmission device 16, for example. Therefore, FIG. 3 is a diagram showing an input / output system of the electronic control device 80, and is a functional block diagram for explaining a main part of a control function by the electronic control device 80. 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. The CPU uses a temporary storage function of the RAM and follows 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 executes output control of the engine 12, shift control of the continuously variable transmission 24, belt clamping pressure control, control for switching a running pattern, and the like. In addition, it is configured separately for gear shift control.

  The electronic control unit 80 includes various sensors (for example, various rotational speed sensors 82, 84, and 86, an accelerator opening sensor 88, a throttle valve opening sensor 90, a foot brake switch 92, a G sensor 94, and a travel mode selection provided in the vehicle 10. Various actual values (for example, the engine rotational speed Ne, the input shaft rotational speed Ni corresponding to the rotational speed of the primary pulley 58 corresponding to the turbine rotational speed Nt, and the rotation of the secondary pulley 62 corresponding to the vehicle speed V) based on detection signals from the switch 70 and the like. Output shaft rotation speed No, which is the speed, accelerator opening θacc which is the operation amount of the accelerator pedal as the driver's required acceleration amount, throttle valve opening θth, and a signal indicating the state where the foot brake which is the service brake is operated Some brake on Bon, longitudinal acceleration G of the vehicle 10, sports mode switch 72 or eco mode Sports mode on ModeSon or eco mode on ModeEon is a signal indicating that the switch 74 is a user operation) is supplied.

  Further, from the electronic control unit 80, an engine output control command signal Se for output control of the engine 12, a hydraulic control command signal Sccv for hydraulic control related to the shift of the continuously variable transmission 24, a traveling pattern of the power transmission device 16. The hydraulic control command signal Sswt and the like for controlling the forward / reverse switching device 26, the CVT traveling clutch C2, and the meshing clutch D1 are output. Specifically, as an engine output control command signal Se, a throttle signal for controlling the opening / closing of an electronic throttle valve by driving a throttle actuator, an injection signal for controlling the amount of fuel injected from the fuel injection device, An ignition timing signal or the like for controlling the ignition timing of the engine 12 by the ignition device is output. Further, as a hydraulic control command signal Sccvt, a command signal for driving a solenoid valve that regulates the primary pressure Pin supplied to the actuator of the primary pulley 58, and a solenoid that regulates the secondary pressure Pout supplied to the actuator of the secondary pulley 62 A command signal or the like for driving the valve is output to the hydraulic control circuit 96. Further, as a hydraulic control command signal Sswt, each solenoid valve that controls each hydraulic pressure supplied to the forward clutch C1, the reverse brake B1, the CVT travel clutch C2, the actuator that operates the hub sleeve 54, and the like is driven. A command signal or the like is output to the hydraulic control circuit 96.

  The electronic control device 80 includes an engine output control unit 100 and a shift control unit 102. The engine output control unit 100 outputs an engine output control command signal Se to the throttle actuator, the fuel injection device, and the ignition device, for example, for output control of the engine 12. The engine output control unit 100 calculates a required driving force Fdem as a driving request amount by the driver based on the actual accelerator opening θacc and the vehicle speed V based on a predetermined relationship (not shown) (driving force map), for example, The target engine torque Tetgt for obtaining the required driving force Fdem is set, and the electronic throttle valve is controlled to be opened and closed by the throttle actuator so that the target engine torque Tetgt is obtained, and the fuel injection amount is controlled by the fuel injection device. Or the ignition timing is controlled by an ignition device. Further, for example, when the sport mode is selected, the engine output control unit 100 controls the electronic throttle valve and the like so as to increase the responsiveness to the driver's accelerator operation as compared with the normal mode. When the eco mode is selected, the electronic throttle valve etc. is controlled so that the driving force against the accelerator opening θacc is moderate in order to improve the practical fuel consumption compared to the normal mode. You may do it. The required drive amount includes, in addition to the required drive force Fdem [N] in the drive wheel 14, the required drive torque [Nm] in the drive wheel 14, the required drive power [W] in the drive wheel 14, and the required output torque in the output shaft 30. [Nm] and required engine torque [Nm] can also be used. Further, as the drive request amount, it is also possible to simply use the accelerator opening degree θacc [%], the throttle valve opening degree θth [%], the intake air amount [g / sec] of the engine 12, or the like.

  The shift control unit 102 is a hydraulic control that controls the gear ratio γ of the continuously variable transmission 24 so that the target gear ratio γtgt is calculated based on the accelerator opening θacc, the vehicle speed V, the brake signal Bon, and the like in CVT traveling. Command signal Sccv is output to hydraulic control circuit 96. Specifically, the continuously variable transmission control unit 102 continuously changes the speed at which the operating point of the engine 12 is on a predetermined optimum line (for example, engine optimum fuel consumption line) while preventing belt slippage of the continuously variable transmission 24. Has a predetermined relationship (for example, CVT shift map, belt clamping pressure map) for achieving the target gear ratio γtgt of the machine 24, and based on the accelerator opening θacc and the vehicle speed V based on the relationship, the primary pressure Pin The primary command pressure Pintgt as the command value of the secondary command and the secondary command pressure Pouttgt as the command value of the secondary pressure Pout are determined, and the primary command pressure Pintgt and the secondary command pressure Pouttgt are output to the hydraulic control circuit 96 to execute the CVT shift. To do.

  Further, the speed change control unit 102 transmits the power of the engine 12 to the output shaft 30 via the gear mechanism 28, and transmits the power of the engine 12 to the output shaft 30 via the continuously variable transmission 24. Switching control for switching between CVT running is executed. Specifically, the shift control unit 102 determines whether or not to switch a traveling pattern during traveling of the vehicle. For example, the speed change control unit 102 switches an upshift line and a downshift for switching between a first speed gear ratio γ1 corresponding to the gear ratio EL in gear traveling and a second speed gear ratio γ2 corresponding to the lowest gear ratio γmax in CVT traveling. Using the shift line, a shift (gear ratio switching) is determined based on the vehicle speed V and the accelerator opening θacc, and based on the determination result, it is determined whether or not to switch the traveling pattern during vehicle traveling. The upshift line and the downshift line are, for example, predetermined shift lines and have a predetermined hysteresis. For example, when the sport mode is selected, this shift line is determined during sports running in advance so that the first speed gear ratio γ1 can be easily selected as compared with the normal shift line used in the normal mode. When the vehicle is switched to the shift line or when the eco mode is selected, when the eco-driving is set in advance so that the second speed gear ratio γ2 is easily selected as compared with the normal shift line used in the normal mode. It may be switched to a shift line.

  When the shift control unit 102 determines the switching of the running pattern, the shift control unit 102 executes the switching of the running pattern. For example, the shift control unit 102 switches from gear running to CVT running (high vehicle speed) when it determines an upshift during gear running. When switching from gear travel to CVT travel (high vehicle speed), the shift control unit 102 first releases the forward clutch C1 and performs an upshift by CtoC shift that engages the CVT travel clutch C2. This state corresponds to the transiently switched CVT traveling (medium vehicle speed) in FIG. 2, and the power transmission path in the power transmission device 16 is a second power transmission path through which power is transmitted via the gear mechanism 28. To the first power transmission path through which power is transmitted via the continuously variable transmission 24. Next, the shift control unit 102 outputs a command to operate the hub sleeve 54 of the synchro mechanism S1 so as to release the engaged clutch D1 and switches to CVT running (high vehicle speed). The hub sleeve 54 is driven by a hydraulic actuator (not shown), and the pressing force to the hub sleeve 54 is adjusted by the hydraulic pressure supplied to the hydraulic actuator.

  Further, when the shift control unit 102 determines a downshift during CVT travel (high vehicle speed), the shift control unit 102 switches from CVT travel (high vehicle speed) to gear travel. When switching from CVT travel (high vehicle speed) to gear travel, the shift control unit 102 first outputs a command to operate the hub sleeve 54 of the synchro mechanism S1 to engage the disengaged meshing clutch D1. Switch to CVT running (medium vehicle speed). Next, the shift control unit 102 performs a downshift by a CtoC shift that releases the CVT travel clutch C2 and engages the forward clutch C1. This state corresponds to the gear running in FIG. 2, and the power transmission path in the power transmission device 16 is from the first power transmission path through which the power is transmitted via the continuously variable transmission 24 via the gear mechanism 28. It is switched to the second power transmission path through which power is transmitted. As described above, when the transmission control unit 102 switches from power transmission via the continuously variable transmission 24 to power transmission via the gear mechanism 28 while the vehicle 10 is traveling, the meshing clutch D1 is set to the engagement side. After the operation, the CVT travel clutch C2 is released.

[Switching process]
By the way, in the vehicle 10 having such a configuration, the shift control unit 102 performs switching (switching of the shift control mode) from the second power transmission path (gear travel area) to the first power transmission path (CVT travel area). This is implemented by controlling the continuously variable transmission 24 at the target input shaft rotational speed. At the time of this switching, the dynamic target input shaft rotational speed (the target value of the transient input shaft rotational speed being switched) is reduced. It is conceivable to carry out better processing. However, the input shaft rotational speed of the continuously variable transmission 24 does not reach the static target input shaft rotational speed (the target value of the input shaft rotational speed to be achieved after switching), and is the dynamic target input shaft rotational speed. When the switching determination is performed in the middle of the change and the annealing process is performed, the change state of the input shaft rotation speed of the continuously variable transmission 24 is the dynamic change state of the target input shaft rotation speed until then. It becomes a different change state. As a result, there is a possibility that the driver may feel uncomfortable at the time of switching transition from the second power transmission path to the first power transmission path. Therefore, in the present embodiment, the shift control unit 102 executes the switching process shown below to suppress the driver from feeling uncomfortable at the time of switching transition from the second power transmission path to the first power transmission path. Hereinafter, with reference to FIG. 4 and FIG. 5, the operation of the shift control unit 102 when executing the switching process according to the embodiment of the present invention will be described.

  FIG. 4 is a timing chart for explaining the conventional switching process from the second power transmission path to the first power transmission path. FIG. 5 is a timing chart for explaining the switching process according to the embodiment of the present invention. As shown in FIG. 4, in the conventional process of switching from the second power transmission path to the first power transmission path (switching of the shift control mode), when a driver request such as the accelerator opening θacc is received at time t = t0. First, the shift control unit 102 calculates the static target input shaft rotation speed (broken line L1) of the continuously variable transmission 24 based on the driver request, and the continuously variable transmission based on the calculated static target input shaft rotation speed. 24 dynamic target input shaft rotational speeds (solid line L2) are calculated. Then, the shift control unit 102 brings the input shaft rotational speed of the continuously variable transmission 24 close to the static target input shaft rotational speed while changing the input shaft rotational speed of the continuously variable transmission 24 with the dynamic target input shaft rotational speed. .

  Next, the shift control unit 102 performs switching determination between traveling via the first power transmission path and traveling via the second power transmission path based on the static target input shaft rotation speed, and sets the static target input shaft. The power transmission path is switched from the second power transmission path to the first power transmission path at a timing (time t = t1) when the rotation speed reaches the up determination rotation speed (solid line L4). However, according to such a switching process, the input shaft rotational speed of the continuously variable transmission 24 has not reached the static target input shaft rotational speed by the dynamic input shaft rotational speed smoothing process, and the dynamic target input Since the switching determination is performed during the change in the shaft rotation speed, the change state of the input shaft rotation speed of the continuously variable transmission 24 is the change state of the dynamic target input shaft rotation speed until then. Are in different changing states. That is, the change state of the input shaft rotation speed of the continuously variable transmission 24 changes from the change state indicated by the alternate long and short dash line L3 to the change state indicated by the alternate long and short dash line L5, and the discontinuous point of the input shaft rotation speed at time t = t1. Will occur.

  Therefore, in the switching process according to the embodiment of the present invention, as shown in FIG. 5, the shift control unit 102 causes the dynamic input shaft rotational speed of the continuously variable transmission 24 to reach the static target input shaft rotational speed. The switching determination is delayed until the timing (time t = t2). Then, the shift control unit 102 executes the switching determination at a timing (time t = t2) when the dynamic input shaft rotation speed of the continuously variable transmission 24 reaches the static target input shaft rotation speed. According to such processing, the switching determination of the power transmission path is performed at the switching transition time when the dynamic target input shaft rotational speed of the continuously variable transmission 24 is changing, and the input shaft rotational speed of the continuously variable transmission 24 is determined. It can suppress that a change state changes. That is, the change state of the input shaft rotation speed of the continuously variable transmission 24 maintains the change state indicated by the alternate long and short dash line L3 until the dynamic input shaft rotation speed reaches the static target input shaft rotation speed. As a result, it is possible to prevent the driver from feeling uncomfortable at the time of transition of the power transmission path.

  As mentioned above, although the embodiment to which the invention made by the present inventors was applied has been described, the present invention is not limited by the description and the drawings that constitute a part of the disclosure of the present invention according to this embodiment. For example, as another modification, the shift control mode is switched to a mode other than the power transmission path switching, such as linear shift control, uphill / downhill control, emblem range, manual range, and sport mode. Any switch can be used. That is, other embodiments, examples, operation techniques, and the like made by those skilled in the art based on the present embodiment are all included in the scope of the present invention.

DESCRIPTION OF SYMBOLS 10 Vehicle 12 Engine 14 Drive wheel 24 Belt type continuously variable transmission 28 Gear mechanism 80 Electronic control unit 104 Shift control unit

Claims (1)

A first power transmission path for transmitting the engine power to the wheels via the continuously variable transmission unit and a second power transmission path for transmitting the engine power to the wheels via the gear device are provided in parallel. A control device for an automatic transmission in which a power transmission path and the second power transmission path are alternatively used,
A target input shaft rotational speed calculating means for calculating a static target input shaft rotational speed based on a driver request and calculating a dynamic target input shaft rotational speed based on the calculated static target input shaft rotational speed;
A determination unit that performs a shift control mode switching determination based on the static target input shaft rotation speed;
A delay processing unit that delays the switching determination until the dynamic input shaft rotational speed reaches the static target input shaft rotational speed;
A control device for an automatic transmission, comprising:

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