JP2020165462A - Control device of power transmission device for vehicle - Google Patents

Abstract

To suppress a rattling sound which is generated at a whirl-stop portion arranged at a second power transmission path at traveling in a gear traveling mode using a first power transmission path by a simple technique.SOLUTION: Backlash elimination control is performed for displacing a gear change ratio γcvt of a continuously variable transmission in a second power transmission path to a High-gear side (minimum gear change ratio side) from a maximum gear change ratio γmax under a constant condition at traveling in a groove traveling mode using a first power transmission path (S5). By this constitution, a difference of gear change ratios of the first power transmission path and the second power transmission path becomes large, the relative rotation of a second clutch of the second power transmission path becomes large by the difference of the gear change ratios, and thus, the drag torque of the second clutch becomes high. Therefore, the backlash of a spline fitting part (whirl-stop portion) of the second power transmission path is eliminated by the drag torque, and the generation of a rattling sound is suppressed.SELECTED DRAWING: Figure 3

Description

The present invention relates to a control device for a power transmission device for a vehicle, and particularly controls a power transmission device for a vehicle in which a first power transmission path and a second power transmission path are provided in parallel between an input shaft and an output shaft. It is about the device.

(a) A first power transmission path and a second power transmission path are provided in parallel between the input shaft and the output shaft, and (b) the first power transmission path has a first connection device and a gear. A type transmission device is provided in series, and power is transmitted at the first gear ratio obtained by the gear type transmission device, while (c) a friction engagement type second disconnection device is connected to the second power transmission path. And a continuously variable transmission are provided in series, and power transmission is performed at an arbitrary gear ratio between the second gear ratio, which is substantially the same as the first gear ratio, and the third gear ratio, which is smaller than the second gear ratio. There are known vehicle power transmissions that can be performed. The device described in Patent Document 1 is an example thereof, and the continuously variable transmission includes a primary side rotating body connected to the input shaft and a secondary side rotating body connected to the output shaft, and has hydraulic pressure. The first clutch C1 and the second clutch C2, which are the type friction engaging devices, correspond to the first disconnection device and the second engagement device, respectively. Then, such a vehicle power transmission device travels using the first power transmission path by connecting the first connection device (C1) and shutting off the second connection device (C2). A control device that establishes a mode, shuts off the first disconnection device (C1), and connects the second disconnection device (C2) to establish a second travel mode in which the vehicle travels using the second power transmission path. I have.

JP-A-2017-36782

By the way, when the primary side rotating body of the continuously variable transmission and the input shaft are connected via a meshing type rotation stop such as spline fitting, a second power transmission path is used during traveling in the first traveling mode. When the gear ratio of is maintained at the second gear ratio, which is substantially equal to the first gear ratio, the primary side rotating body is rotated integrally with the input shaft in a floating state where the load is substantially 0. There is a possibility of rattling noise. From the viewpoint of assembling property and the like, a predetermined play is usually provided in the rotation stop, and rattling noise is generated due to the play. The same problem occurs when the secondary rotating body of the continuously variable transmission and the output shaft are connected via a meshing type rotation stop such as spline fitting.

On the other hand, in Patent Document 1, the second disconnection device is semi-engaged during traveling in the first traveling mode, and the gear ratio of the second power transmission path is set to the second gear ratio (≈1) by the continuously variable transmission. Since the gear ratio is increased or decreased to the larger side and the smaller side than the gear ratio), a load is generated on the rotation stop portion due to the engagement torque of the second disconnection device, and rattling noise is suppressed. However, since circulation torque is generated in the first power transmission path and the second power transmission path due to the half-engagement of the second disconnection device, control such as switching the increase / decrease direction of the gear ratio according to the running state such as driving or being driven is performed. There was a problem that it became complicated. Further, regarding the gear ratio of the second power transmission path, since it is necessary to shift to the large side and the small side with the second gear ratio substantially equal to the first gear ratio, the gear ratio range of the continuously variable transmission can be expanded. There was room for improvement, such as the possibility of upsizing.

The present invention has been made in the background of the above circumstances, and an object of the present invention is a stop portion provided in the second power transmission path when traveling in the first traveling mode using the first power transmission path. The purpose is to suppress the rattling noise generated in the above with a simple method.

In order to achieve such an object, the present invention includes (a) a first power transmission path and a second power transmission path are provided in parallel between the input shaft and the output shaft, and (b) the first power transmission path. A first disconnection device and a gear type transmission device are provided in series in the power transmission path, and power is transmitted at the first gear ratio obtained by the gear type transmission device, while (c) the second power transmission. A friction-engagement type second disconnection device and a stepless transmission are provided in series on the path, and a second gear ratio that is substantially the same as or smaller than the first gear ratio and its first gear ratio. Power can be transmitted at any gear ratio between the third gear ratio and the gear ratio smaller than the two gear ratios, and the second power transmission path is meshed with at least one of the input shaft and the output shaft. With respect to the vehicle power transmission device connected via the detent, (d) the first power transmission path is used by connecting the first connection device and shutting off the second connection device. A vehicle that establishes a first traveling mode for traveling, shuts off the first connecting / disconnecting device, and connects the second connecting / disconnecting device to establish a second traveling mode for traveling using the second power transmission path. In the control device of the power transmission device for power transmission, (e) when traveling in the first traveling mode, the relative rotation of the second disconnecting device in the front-rear direction is increased so that the second disconnecting device remains disconnected. It is characterized by having a backlash filling control unit that controls backlash packing by shifting the gear ratio of the second power transmission path from the second gear ratio to the third gear ratio side by the stepless transmission.
The gear ratio is (rotational speed of the input shaft) / (rotational speed of the output shaft).

In such a control device for a vehicle power transmission device, a continuously variable transmission is used so that the relative rotation of the second disconnection device in the front-rear direction becomes large when traveling in the first travel mode using the first power transmission path. Since the backlash control is performed to shift the gear ratio of the second power transmission path from the second gear ratio to the third gear ratio side, the drag caused by the increase in the relative rotation of the second disconnection device causes in the second disconnection device. The torque causes the stop to rattle, and the rattling noise of the stop is suppressed. That is, in a friction-engagement type second disconnection device, a drag torque is generally generated during relative rotation due to the presence of a lubricating oil even in a cutoff state. Therefore, when the drag torque increases as the relative rotation increases, the rotation stop portion A load is generated on the machine, and rattling noise can be suppressed.

Circulation torque is generated in the first power transmission path and the second power transmission path due to the drag torque of the second disconnection device, but since it is smaller than the case where the second connection device is semi-engaged, it is driven and driven. There is no need for troublesome control such as switching the increase / decrease direction of the gear ratio according to the running conditions such as, and the continuously variable transmission shifts the gear ratio of the second power transmission path from the second gear ratio to the third gear ratio side. It can be carried out easily. Further, regarding the gear ratio of the second power transmission path, since it is not necessary to shift to the large side and the small side with a gear ratio equal to the first gear ratio, the gear ratio range of the continuously variable transmission can be expanded or increased in size. There is no need.

It is a skeleton diagram explaining the drive system of the vehicle which has the control device of the power transmission device for a vehicle which is one Example of this invention. It is a block diagram explaining the main part of the control system provided in the vehicle of FIG. It is a flowchart which specifically explains the signal processing executed by the backlash packing control part of FIG. It is a figure explaining an example of the change pattern of the gear ratio γcvt which shifts to a high gear side in S5 of FIG. It is a figure explaining another example of the change pattern of the gear ratio γcvt which shifts to a high gear side in S5 of FIG. It is a figure explaining still another example of the change pattern of the gear ratio γcvt which shifts to a high gear side in S5 of FIG. It is a figure explaining still another example of the change pattern of the gear ratio γcvt which shifts to a high gear side in S5 of FIG. It is a figure explaining another example of the signal processing executed by the backlash packing control part of FIG. 2, and is the flowchart corresponding to FIG. It is a figure explaining still another example of the signal processing executed by the backlash packing control part of FIG. 2, and is the flowchart corresponding to FIG. It is a figure explaining still another example of the signal processing executed by the backlash packing control part of FIG. 2, and is the flowchart corresponding to FIG.

The present invention is suitably applied to a vehicle power transmission device for an engine-driven vehicle having an engine (internal combustion engine) as a driving force source, but a hybrid vehicle having an engine and an electric motor as a driving force source, and It can also be applied to an electric vehicle having only an electric motor as a driving force source. As the first connection device and the second connection device, for example, a friction engagement device using hydraulic pressure or the like is preferably used, but the first connection device does not necessarily have to be a friction engagement type. As the second disconnection device, for example, a wet friction engagement device in which the friction engagement portion is lubricated by a lubricating oil is suitable, but a friction engagement device in which a drag torque is generated by relative rotation in a cutoff state (open state). If so, the effect of reducing rattling noise can be obtained by the drag torque. The gear type transmission device may transmit power only with the first gear ratio, but may include a plurality of gear stages having different gear ratios. The first gear ratio may be "1" in which the rotation speeds of the input shaft and the output shaft are equal. As the continuously variable transmission, a mechanical type continuously variable transmission such as a belt type or a toroidal type is preferably used.

The second power transmission path in which the continuously variable transmission is arranged may be further provided with a transmission mechanism such as a gear type, but only the continuously variable transmission is provided as the transmission mechanism, and the speed of the continuously variable transmission is changed. The range may be the shift range of the second power transmission path as it is. The second gear ratio of the second power transmission path is appropriately determined based on the first gear ratio of the first power transmission path. The second gear ratio is, for example, the maximum gear ratio of the second power transmission path, and the third gear ratio is, for example, the minimum gear ratio of the second power transmission path. The continuously variable transmission includes, for example, a primary side rotating body connected to the input shaft via a meshing type detent, and a secondary side rotating body connected to the output shaft via the second connecting / disconnecting device. The secondary side rotating body may be connected to the output shaft via a meshing type detent, and the primary side rotating body may be connected to the input shaft via a second connecting / disconnecting device. , Various aspects are possible. Both the primary side rotating body and the secondary side rotating body may be connected to the input shaft and the output shaft via a meshing type rotation stop.

When power is transmitted from a driving force source to an input shaft via a torque converter with a lockup clutch, for example, the backlash control unit requires that the lockup clutch is released, for example. It is configured to control backlash. That is, when the lockup clutch is released, the torque is amplified by the torque converter, so the rattling noise tends to increase, and the rattling noise that causes circulation torque is the minimum necessary for the rattling noise to become a problem. Can be suppressed to. It should be noted that rattling control may be performed regardless of the engagement / disengagement state of the lockup clutch, or the present invention can be applied to a vehicle power transmission device that does not have a torque converter with a lockup clutch.

The backlash filling control unit is configured to perform backlash filling control, for example, on the condition that the vehicle speed is a predetermined low vehicle speed. That is, since the engine noise and wind noise are small at low vehicle speeds, rattling noise tends to be a problem, and the implementation of rattling control that generates circulation torque can be minimized to the minimum necessary for rattling noise to be a problem. it can. It should be noted that the backlash packing control may be performed regardless of the vehicle speed. For the same reason, the backlash packing control may be performed on the condition that the accelerator is not operated and the accelerator is off during creep running.

The backlash packing control unit ends the backlash filling control when, for example, is switched from the first running mode to the second running mode, and shifts the gear ratio of the second power transmission path to the second gear ratio by the continuously variable transmission. It is composed of. That is, when traveling in the first traveling mode, the gear ratio of the second power transmission path is generally maintained at the second gear ratio which is substantially the same as or relatively close to the first gear ratio, and in that state. Since the first running mode is switched to the second running mode, the backlash packing control is finished and the gear ratio of the second power transmission path is changed to the second gear ratio, so that the first traveling mode is controlled in the same manner as before. Can be switched to the second running mode. When the second gear ratio of the second power transmission path is smaller than the first gear ratio, it is possible to switch to the second traveling mode by switching the disconnection device like a stepped transmission while maintaining the second gear ratio. it can. When the second gear ratio is substantially equal to the first gear ratio, the disconnection device is switched in the state of the second gear ratio to switch to the second running mode, and then the gear shift control of the continuously variable transmission is performed from the second gear ratio. You may shift to a predetermined gear ratio, or after shifting to a gear ratio of the second gear that is smaller than the second gear ratio, switch the disconnection device like a stepped transmission to enter the second running mode. You may switch.

Hereinafter, examples of the present invention will be described in detail with reference to the drawings. In the following examples, the drawings are appropriately simplified or modified for the sake of explanation, and the dimensional ratios and shapes of each part are not necessarily drawn accurately.

FIG. 1 is a skeleton diagram for explaining a drive system of a vehicle 10 to which the present invention is applied, and is a view developed so that a plurality of axes parallel to each other are located in one plane. The vehicle 10 is provided in an engine 12 which is an internal combustion engine such as a gasoline engine or a diesel engine that functions as a driving force source for traveling, a drive wheel 14, and a power transmission path between the engine 12 and the drive wheel 14. It is provided with a power transmission device 16 for a vehicle. The vehicle power transmission device 16 includes a known torque converter 20 as a fluid transmission device connected to the engine 12, an input shaft 22 connected to the torque converter 20, and an input shaft 22 in the housing 18 as a non-rotating member. The automatic transmission 24 connected to the automatic transmission 24, the output shaft 26 connected to the output side of the automatic transmission 24, the counter shaft 28, the output shaft 26, and the counter shaft 28 are each composed of a pair of gears that are provided and mesh with each other so as not to rotate relative to each other. It includes a reduction gear device 30, a differential gear device 34 connected to a gear 32 provided so as not to rotate relative to the counter shaft 28, a pair of axles 36 connected to the differential gear device 34, and the like. In the vehicle power transmission device 16 configured in this way, the power of the engine 12 (torque and force are synonymous unless otherwise specified) is a torque converter 20, an automatic transmission 24, a reduction gear device 30, and a differential gear device. It is transmitted to the pair of left and right drive wheels 14 in sequence via the 34 and the axle 36 and the like.

The torque converter 20 includes a pump impeller 20p connected to the engine 12 and a turbine impeller 20t connected to the input shaft 22, and transmits the power of the engine 12 to the input shaft 22 via a fluid. The torque converter 20 includes a lockup clutch 38 capable of directly connecting between the pump impeller 20p and the turbine impeller 20t, that is, between the input / output rotating members of the torque converter 20.

The automatic transmission 24 includes a belt-type continuously variable transmission (CVT) 50 known as a continuously variable transmission mechanism connected to the input shaft 22, a forward / backward switching device 52 also connected to the input shaft 22, and forward / backward switching. A gear transmission mechanism 54 as a transmission mechanism connected to the input shaft 22 via the device 52 and provided in parallel with the continuously variable transmission 50 is provided. That is, the automatic transmission 24 includes a gear transmission mechanism 54 and a continuously variable transmission 50 in parallel between the input shaft 22 and the output shaft 26. Specifically, the vehicle power transmission device 16 has a first power transmission path PT1 that transmits the power of the engine 12 from the input shaft 22 to the output shaft 26 via the forward / backward switching device 52 and the gear transmission mechanism 54, and the engine. A plurality of power transmission paths with the second power transmission path PT2 for transmitting the power of 12 from the input shaft 22 to the output shaft 26 via the stepless transmission 50 are arranged in parallel between the input shaft 22 and the output shaft 26. I have. The vehicle power transmission device 16 switches between the first power transmission path PT1 and the second power transmission path PT2 according to the traveling state of the vehicle 10.

The automatic transmission 24 includes a plurality of engaging devices that selectively switch the power transmission path for transmitting the power of the engine 12 to the drive wheel 14 side between the first power transmission path PT1 and the second power transmission path PT2. There is. This engaging device is an engagement for forming a first power transmission path PT1 via a gear transmission mechanism 54 by engaging with a first engagement device (in other words, engaging with the first power transmission path PT1). A second engaging device (in other words, stepless speed change by engaging) that connects and disconnects the first clutch C1 and the first brake B1 as the device (the first engaging device) and the second power transmission path PT2. It includes a second clutch C2 as an engaging device (a second engaging device) for forming the second power transmission path PT2 via the machine 50. The first clutch C1, the first brake B1, and the second clutch C2 correspond to a disconnection / disconnection device, and all of them are known hydraulic friction engagement devices (friction clutches) that are frictionally engaged by a hydraulic actuator. This is a wet friction engagement device in which the friction engagement plate is lubricated by a lubricating oil.

The forward / backward switching device 52 is provided coaxially with respect to the input shaft 22 around the input shaft 22 in the first power transmission path PT1, and is a double pinion type planetary gear device 52p, a first clutch C1, and a first. It is equipped with one brake B1. The planetary gear device 52p is a differential mechanism having three rotating elements: a carrier 52c as an input element, a sun gear 52s as an output element, and a ring gear 52r as a reaction force element. The carrier 52c is integrally connected to the input shaft 22, the ring gear 52r is selectively connected to the housing 18 via the first brake B1, and the sun gear 52s is coaxially centered around the input shaft 22 with respect to the input shaft 22. It is connected to a small diameter gear 56 provided so as to be relatively rotatable. Further, the carrier 52c and the sun gear 52s are selectively connected via the first clutch C1. Therefore, the first clutch C1 is an engaging device that selectively connects two of the three rotating elements, and the first brake B1 selectively connects the reaction force element to the housing 18. It is an engaging device.

The gear transmission mechanism 54 is provided around the gear mechanism counter shaft 58, the gear mechanism counter shaft 58, and the gear mechanism counter shaft 58 so as to be coaxially non-rotatable with respect to the gear mechanism counter shaft 58, and meshes with the small diameter gear 56. It is equipped with a large-diameter gear 60. Further, the gear transmission mechanism 54 is provided around the gear mechanism counter shaft 58 so as to be rotatable relative to the gear mechanism counter shaft 58 coaxially with respect to the idler gear 62 and the output shaft 26 around the output shaft 26. It is provided with an output gear 64 that is provided on the coaxial center so as not to rotate relative to each other and meshes with the idler gear 62. The output gear 64 has a larger diameter than the idler gear 62. In the gear transmission mechanism 54, in the first power transmission path PT1 between the input shaft 22 and the output shaft 26, one gear ratio (gear, gear) as a predetermined gear ratio (gear, gear) is set. It is a transmission mechanism that is formed. The gear transmission mechanism 54 further includes a meshing clutch D1 provided between the large-diameter gear 60 and the idler gear 62 around the gear mechanism counter shaft 58, and selectively engages and disconnects between them. The meshing clutch D1 is a third engaging device that connects and disconnects the first power transmission path PT1 arranged in the power transmission path between the forward / backward switching device 52 and the output shaft 26, in other words, the first clutch C1. It functions as a third engaging device, which is an engaging device for forming the first power transmission path PT1 by being engaged with the same. Further, the meshing clutch D1 includes a known synchromesh mechanism S1 as a synchronization mechanism that synchronizes rotation when engaged by a hydraulic actuator.

The first power transmission path PT1 is formed by engaging both the meshing clutch D1 and the first clutch C1 (or the first brake B1) provided on the input shaft 22 side of the meshing clutch D1. Will be done. The engagement of the first clutch C1 forms a forward power transmission path, and the engagement of the first brake B1 forms a reverse power transmission path. When the first power transmission path PT1 is formed, the power of the engine 12 can be transmitted from the input shaft 22 to the output shaft 26 via the gear transmission mechanism 54. On the other hand, the first power transmission path PT1 is in a neutral state in which power transmission is cut off when both the first clutch C1 and the first brake B1 are released or the meshing clutch D1 is released.

The gear transmission mechanism 54 is a gear type transmission device of the first power transmission path PT1, and the first clutch C1 that is engaged during forward traveling is a first disconnection device provided in series with the gear type transmission device. Equivalent to. It can also be regarded as a gear type transmission device including the forward / backward switching device 52. Further, the forward gear gear ratio γ gear, which is the gear ratio of the first power transmission path PT1 during forward traveling in which the first clutch C1 is engaged, is the first gear ratio. This forward gear gear ratio γgear is used when the vehicle starts, and is the maximum gear ratio during forward travel including the second power transmission path PT2. The forward gear gear ratio γ gear is set to a value suitable for starting the vehicle. In this embodiment, the meshing type clutch D1 can be regarded as the first engagement / disconnection device.

The continuously variable transmission 50 includes a primary pulley 66 having a variable effective diameter provided on the input shaft 22, a secondary pulley 70 having a variable effective diameter provided on a rotating shaft 68 coaxial with the output shaft 26, and each of them. A belt-type continuously variable transmission belt 72 provided with a transmission belt 72 wound between pulleys 66 and 70, and power is transmitted via a frictional force (belt pinching pressure) between each pulley 66, 70 and the transmission belt 72. It is a step speed change mechanism. In the primary pulley 66, the hydraulic control circuit 74 (see FIG. 2) in which the hydraulic pressure supplied to the primary pulley 66 (that is, the primary pressure Ppri supplied to the primary hydraulic cylinder 66c) is driven by the electronic control device 80 (see FIG. 3). By controlling the pressure adjustment by, a primary thrust Wpri (= primary pressure Ppri × pressure receiving area) for changing the V-groove width between the sheaves 66a and 66b is applied. Further, in the secondary pulley 70, the hydraulic pressure supplied to the secondary pulley 70 (that is, the secondary pressure Psec supplied to the secondary hydraulic cylinder 70c) is regulated and controlled by the hydraulic control circuit 74, so that between the sheaves 70a and 70b. A secondary thrust Wsec (= secondary pressure Psec x pressure receiving area) for changing the V-groove width is given. In the continuously variable transmission 50, the V-groove widths of the pulleys 66 and 70 are changed by controlling the primary thrust Wpri (primary pressure Ppri) and the secondary thrust Wsec (secondary pressure Psec), respectively, and the transmission belt 72 is engaged. The diameter (effective diameter) is changed, the gear ratio γcvt (= primary pulley rotation speed Npri / secondary pulley rotation speed Nsec) is changed, and the transmission belts 66 and 70 and the transmission belts are prevented from slipping. The frictional force with 72 is controlled.

The gear ratio γcvt of the continuously variable transmission 50 corresponds to the gear ratio of the second power transmission path PT2, and in the second power transmission path PT2, the low speed gear side (Low gear side) capable of shifting by the continuously variable transmission 50. Power transmission can be performed at an arbitrary gear ratio γcvt between the maximum gear ratio γmax and the minimum gear ratio γmin on the high-speed gear side (High gear side). The maximum gear ratio γmax and the minimum gear ratio γmin correspond to the second gear ratio and the third gear ratio, respectively, and the maximum gear ratio γmax may be substantially the same as the forward gear gear ratio γgear in the first power transmission path PT1. In this embodiment, the gear ratio is set to be smaller than the forward gear gear ratio γ gear. The primary pulley 66 and the secondary pulley 70 of the continuously variable transmission 50 correspond to the primary side rotating body and the secondary side rotating body, respectively, and the primary pulley 66 is input via the spline fitting portion 76 which is a meshing type rotation stop. It is connected to the shaft 22 so as to be able to transmit power. Further, the secondary pulley 70 is connected to the output shaft 26 via the second clutch C2, and the second clutch C2 corresponds to a second disconnection device provided in series with the continuously variable transmission 50.

The output shaft 26 is arranged around the rotation shaft 68 so as to be coaxially rotatable with respect to the rotation shaft 68. The second clutch C2 is provided on the drive wheel 14 side of the continuously variable transmission 50, that is, between the secondary pulley 70 and the output shaft 26, and provides a power transmission path between the secondary pulley 70 and the output shaft 26. Selectively disconnect. The second power transmission path PT2 is formed by engaging the second clutch C2. When the second power transmission path PT2 is formed, the vehicle power transmission device 16 can transmit the power of the engine 12 from the input shaft 22 to the output shaft 26 via the continuously variable transmission 50. Be in a state. On the other hand, the second power transmission path PT2 is in a neutral state in which the power transmission is cut off when the second clutch C2 is released.

In such a vehicle power transmission device 16, a gear traveling mode (see solid line arrow A) in which the power of the engine 12 is transmitted to the output shaft 26 via the first power transmission path PT1 having the gear transmission mechanism 54, and A CVT travel mode (see broken arrow B) is possible in which the power of the engine 12 is transmitted to the output shaft 26 via the second power transmission path PT2 having the continuously variable transmission 50. The gear traveling mode is established when the first clutch C1 and the meshing clutch D1 are engaged and the second clutch C2 and the first brake B1 are released, so that forward traveling is possible. When the first brake B1 and the meshing clutch D1 are engaged with each other and the second clutch C2 and the first clutch C1 are released, reverse traveling becomes possible. On the other hand, the CVT traveling mode is established when the second clutch C2 is engaged and the first clutch C1 and the first brake B1 are released. In this CVT travel mode, only forward travel is possible. The gear traveling mode corresponds to the first traveling mode, and the CVT traveling mode corresponds to the second traveling mode.

The CVT driving mode includes a CVT (medium vehicle speed) driving mode and a CVT (high vehicle speed) driving mode. In the CVT (medium vehicle speed) driving mode, the meshing clutch D1 is engaged while the CVT driving (high vehicle speed) is performed. In the vehicle speed mode, the meshing clutch D1 is released. The meshing clutch D1 is released in the CVT (high vehicle speed) driving mode because, for example, the dragging of the gear transmission mechanism 54 during traveling is eliminated, and the components of the gear transmission mechanism 54 and the planetary gear device 52p are released at high vehicle speed. This is to prevent the rotation speed of (for example, pinion gear) and the like from increasing. The meshing clutch D1 functions as a driven input cutoff clutch that cuts off the input from the drive wheel 14 side.

Such a vehicle 10 serves as a controller that performs output control of the engine 12, shift control of the continuously variable transmission 50, engagement release control of the lockup clutch 38, switching control between the gear traveling mode and the CVT traveling mode, and the like. The electronic control device 80 shown in FIG. 2 is provided. FIG. 2 is a block diagram illustrating a control function for various controls in the vehicle 10 and a main part of the control system. The electronic control device 80 includes a so-called microcomputer having a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program pre-stored in the ROM while using the temporary storage function of the RAM. .. It is configured by using a plurality of electronic control devices separately for engine control, shift control, etc. as needed. The electronic control device 80 corresponds to the control device of the vehicle power transmission device 16.

The electronic control device 80 includes, for example, an engine rotation speed sensor 90, an input rotation speed sensor 91, an output rotation speed sensor 92, an accelerator opening sensor 94, a throttle valve opening sensor 95, a shift position sensor 96, and the like. , Input rotation speed Nin, which is the rotation speed of the input shaft 22, output rotation speed Nout, which is the rotation speed of the output shaft 26, accelerator opening θacc, which is the amount of operation of the accelerator pedal, throttle valve opening θth of the electronic throttle valve, shift. Various information necessary for various controls such as the shift position Psh, which is the operating position of the lever 97, is supplied. The input rotation speed Nin is the turbine rotation speed and is the primary pulley rotation speed Npri, and the output rotation speed Nout corresponds to the vehicle speed V. The shift position Psh of the shift lever 97 is, for example, a D position for forward travel, an R position for reverse travel, an N position for shutting off power transmission, an M position for manual shifting, and the like, and is electronically controlled according to the shift position Psh. The automatic transmission 24 is controlled by the device 80 to establish a predetermined range (power transmission state). That is, at the D position, the D (drive) range in which the automatic transmission 24 is automatically changed and the vehicle travels forward is established, and at the R position, the first brake B1 of the automatic transmission 24 is engaged and the vehicle travels backward. A (reverse) range is established, and at the N position, an N (neutral) range that cuts off the power transmission of the automatic transmission 24 is established. Further, the M position is a shift position Psh that is selectively operated on the premise of the D range, and the M (manual) range that increases or decreases the shift range of the continuously variable transmission 50 according to the manual operation of the shift operation member such as paddle shift during forward traveling. Is established.

Further, from the electronic control device 80, an engine output command signal Se for controlling the output of the engine 12 and a gear ratio γcvt of the continuously variable transmission 50 are transmitted to the engine 12, the hydraulic control circuit 74, etc. provided in the vehicle 10. A CVT command signal Scvt for control, a mode switching command signal Sswt for switching the traveling mode of the vehicle power transmission device 16, a lockup command signal Slu for controlling the engagement / disengagement of the lockup clutch 38, and the like are output. To. The engine output command signal Se is a command signal for controlling the throttle valve opening degree θth and the fuel injection amount of the engine 12 related to the engine torque. The CVT command signal Scvt is a command signal for controlling the primary pressure Ppri and the secondary pressure Psec related to the gear ratio γcvt of the continuously variable transmission 50. The mode switching command signal Sswt is a command signal for controlling the engagement / disengagement of the first clutch C1, the first brake B1, the second clutch C2, and the meshing clutch D1 related to the switching of the traveling mode.

The electronic control device 80 functionally includes an engine control unit 82, a shift control unit 84, a lockup control unit 85, a mode switching control unit 86, and a backlash control unit 88. The engine control unit 82 basically outputs an engine output command signal Se to control the throttle valve opening degree θth, the fuel injection amount, and the like so as to increase or decrease the torque of the engine 12 according to the accelerator opening degree θacc. The shift control unit 84 controls the gear ratio γcvt of the continuously variable transmission 50 during forward travel in the D range or the M range. In the CVT travel mode, for example, based on the operating conditions such as the accelerator opening θacc and the vehicle speed V. The target input rotation speed Nintgt is calculated according to a predetermined shift map, and the CVT command signal Scvt is output so that the actual input rotation speed Nin becomes the target input rotation speed Nintgt, and the gear ratio γcvt of the continuously variable transmission 50 is output. To control. Specifically, for example, the larger the accelerator opening θacc is and the lower the vehicle speed V is, the higher the input rotation speed Nin is. In other words, the gear ratio γcvt is on the Low gear side, and the accelerator opening θacc is small and the vehicle speed is small. The gear ratio γcvt is controlled so that the higher V is, the lower the input rotation speed Nin is, in other words, the gear ratio γcvt is on the High gear side where the gear ratio γcvt is small. The shift control unit 84 is determined to continuously change the gear ratio γcvt, for example, but it is also possible to change the gear ratio γcvt stepwise like a stepped transmission. The lockup control unit 85 outputs a lockup command signal Slu according to a predetermined lockup map based on a driving state such as a vehicle speed V, and controls engagement / disengagement of the lockup clutch 38. Specifically, for example, the lockup clutch 38 releases the lockup clutch 38 at a low vehicle speed where the vehicle speed V is equal to or lower than a predetermined value, and the lockup clutch 38 engages the lockup clutch 38 when the vehicle speed exceeds the predetermined value. Will be done.

The mode switching control unit 86 executes mode switching control for switching between a gear traveling mode in which the vehicle travels using the first power transmission path PT1 and a CVT traveling mode in which the vehicle travels using the second power transmission path PT2. The forward gear gear ratio γ gear in the gear running mode is the gear ratio γ1 of the first gear stage “1st” in the automatic transmission 24, and is the most Low gear side in the range of the gear ratio γcvt during forward running in the CVT driving mode. The gear ratio is the gear ratio γ2 of the second gear stage “2nd” in the automatic transmission 24. The second gear gear ratio γ2 may be a maximum gear ratio γmax smaller than the forward gear gear ratio γgear in the gear running mode, but in this embodiment, the gear ratio is even smaller than the maximum gear ratio γmax, that is, stepped gear shifting. A predetermined gear ratio suitable for (1 → 2 shift) is determined. Therefore, the gear running mode and the CVT running mode are switched according to the shift line for switching between the first gear stage "1st" and the second speed gear stage "2nd" in the shift map of a normal stepped transmission, for example. .. This shift map is determined based on, for example, the operating conditions such as the accelerator opening θacc and the vehicle speed V. For example, when the accelerator opening θacc is small and the vehicle speed V is high, the first gear stage “1st” to the second gear stage When the vehicle is upshifted to "2nd" and the accelerator opening θacc is large and the vehicle speed V is low, it is determined to downshift from the second gear "2nd" to the first gear "1st". That is, when the vehicle speed is low such as when the vehicle starts, the vehicle travels in the gear traveling mode, and when the vehicle speed is equal to or higher than the predetermined vehicle speed, the vehicle travels in the CVT traveling mode.

Then, for example, when upshifting from the first speed gear stage "1st" in the gear traveling mode to the second speed gear stage "2nd" in the CVT traveling mode, the gear ratio γcvt of the continuously variable transmission 50 is the second speed gear. With the gear shift ratio γ2, the mode switching command signal Sswt for executing the clutch-to-clutch shift in which the first clutch C1 is released and the second clutch C2 is engaged is output. Further, when downshifting from the second speed gear stage "2nd" in the CVT driving mode to the first speed gear stage "1st" in the gear traveling mode, the second clutch C2 is released and the first clutch C1 is engaged. The mode switching command signal Sswt for executing the clutch-to-clutch shift is output. The shift control unit 84 basically shifts and controls the gear ratio γcvt of the continuously variable transmission 50 within the range of the second gear gear ratio γ2 to the minimum gear ratio γmin when traveling in the CVT traveling mode.

Here, when traveling in the gear traveling mode, the primary pulley 66 of the continuously variable transmission 50 of the second power transmission path PT2 is rotated integrally with the input shaft 22 in an idle state, and the primary pulley 66 and the input shaft 22 are rotated integrally. Is connected via the spline fitting portion 76, so that a rattling noise is generated at the spline fitting portion 76 due to a slight rotation fluctuation or the like. From the viewpoint of assembling property and the like, the spline fitting portion 76 is usually provided with a predetermined play, and rattling noise is generated due to the play. In particular, when the lockup clutch 38 is released, the torque is amplified by the torque converter 20, so that the rattling noise tends to increase. Further, at low vehicle speeds such as creep running with the accelerator off when the accelerator opening θacc is 0, the engine noise and wind noise tend to be small, so that rattling noise tends to be a problem.

When the gear ratio γcvt of the continuously variable transmission 50 is maintained at the maximum gear ratio γmax during traveling in the gear traveling mode, the second clutch C2 is disengaged due to the difference from the forward gear gear ratio γgear of the first power transmission path PT1. Relative rotation is generated based on the difference in gear ratio such as, and a drag torque is generated, and the drag torque causes a load on the spline fitting portion 76. However, since the difference between the maximum gear ratio γmax and the forward gear gear ratio γgear is small, the relative rotation speed of the second clutch C2 is small, and sufficient drag torque that can loosen the spline fitting portion 76 cannot be obtained. .. In other words, when the gear ratio γcvt of the continuously variable transmission 50 is set to the maximum gear ratio γmax when traveling in the gear traveling mode, the maximum gear ratio is reduced so that the power transmission loss due to the drag torque of the second clutch C2 is reduced. It is desirable to set γmax to a gear ratio close to the forward gear gear ratio γgear, and a predetermined gear ratio between the forward gear gear ratio γgear and the second gear gear gear ratio γ2 is defined as the maximum gear ratio γmax.

On the other hand, in the present embodiment, the backlash packing control unit 88 is provided, and the backlash filling control for backlashing the spline fitting portion 76 during forward traveling in the gear traveling mode is performed. The backlash filling control by the backlash filling control unit 88 is executed according to steps S1 to S11 of the flowchart of FIG. 3 (hereinafter, simply referred to as S1 to S11; the same applies to the subsequent flowcharts) when traveling forward in the D range or the M range. ..

In S1 of FIG. 3, it is determined whether or not the gear traveling mode is the first gear stage "1st", and if it is not the gear traveling mode, the process ends as it is, and in the case of the gear traveling mode, S2 is executed. In S2, it is determined whether or not the lockup clutch 38 is in the released state (lockup OFF), and if it is not the lockup OFF, it ends as it is, and if it is the lockup OFF, S3 is executed. In S3, it is determined whether or not the vehicle speed V is a low vehicle speed of a predetermined determined vehicle speed V1 or less, and if V> V1, the process ends as it is, and if the vehicle speed is a low vehicle speed of the determined vehicle speed V1 or less, S4 is executed. The determination vehicle speed V1 is, for example, a constant value (for example, about 10 to 20 km / hour) at which the engine noise and wind noise are small and the rattling noise of the spline fitting portion 76 becomes a problem, and the accelerator opening degree θacc ≈ 0. It is set assuming creep running with the accelerator off. In S4, it is determined whether or not the gear ratio of the second power transmission path PT2, that is, the gear ratio γcvt of the continuously variable transmission 50 is the maximum gear ratio γmax, and if the gear ratio γcvt is not the maximum gear ratio γmax, the process ends as it is. When γcvt = γmax, the backlash control of S5 is executed.

In S5, the gear ratio γcvt of the continuously variable transmission 50 is shifted to the minimum gear ratio γmin side, which is the High gear side. That is, the shift control unit 84 basically keeps the gear ratio γcvt of the continuously variable transmission 50 at the maximum gear ratio γmax when traveling in the gear traveling mode of the first gear stage “1st”. Prioritizing the shift control by the shift control unit 84, the shift ratio γcvt of the continuously variable transmission 50 is shifted from the maximum shift ratio γmax to the minimum shift ratio γmin side. FIG. 4 shows an example of the change pattern of the gear ratio γcvt at this time, and the time t1 is the time when the judgment of S4 becomes YES (affirmative) and S5 is started, which is predetermined to be smaller than the maximum gear ratio γmax. This is a case where the gear is quickly changed to a constant value and the constant value is maintained. As shown in FIG. 5, the gear ratio γcvt may be gradually changed (gradually decreased) at a predetermined constant rate of change, or may be increased or decreased in a pulse shape as shown in FIG. 6, or as shown in FIG. Various modes are possible, such as increasing or decreasing the value periodically.

When the gear ratio γcvt of the continuously variable transmission 50, which is the gear ratio of the second power transmission path PT2, is changed from the maximum gear ratio γmax to the minimum gear ratio γmin side in this way, the gear ratio of the second power transmission path PT2. Since the difference between (= γcvt) and the gear ratio (= γgear) of the first power transmission path PT1 becomes large, the relative rotation of the second clutch C2 increases as the difference in the gear ratio increases. Since the second clutch C2 is lubricated by a lubricating oil in a wet friction engaging device, a drag torque is generated in the second clutch C2 due to its relative rotation, and the drag torque causes a load on the spline fitting portion 76. Is generated and rattling is reduced, and rattling noise is suppressed. When the gear ratio γcvt is periodically increased or decreased as shown in FIGS. 6 and 7, the rattling noise can be effectively reduced by matching the phase of the change with the rattling cycle.

Returning to FIG. 3, in the next S6, the lockup control unit 85 determines whether or not the lockup command signal Slu that engages (locks up ON) the lockup clutch 38 is output, and locks up the lockup ON. When the command signal Slu is output, the gear ratio γcvt of the continuously variable transmission 50 is returned to the maximum gear ratio γmax in S7 to end the backlash reduction control. Further, in S8, the lockup clutch 38 is engaged according to the lockup command signal Slu of lockup ON. When the gear ratio γcvt of the continuously variable transmission 50 is returned to the maximum gear ratio γmax in S7, the gear ratio (= γmax) of the second power transmission path PT2 and the gear ratio (= γgear) of the first power transmission path PT1 become Since the difference is small, the drag torque of the second clutch C2 is reduced and the power transmission loss is reduced.

When the determination in S6 is NO (negative), that is, when the lockup OFF state is maintained, S9 is executed. In S9, the presence or absence of a shift command for switching from the first speed gear stage "1st" to the second speed gear stage "2nd" by the mode switching control unit 86, that is, from the gear traveling mode in which the vehicle travels using the first power transmission path PT1. It is determined whether or not the mode switching command signal Sswt for switching to the CVT traveling mode for traveling using the second power transmission path PT2 is output. Then, when the mode switching command signal Sswt for switching from the gear traveling mode to the CVT traveling mode is output, S10 is executed, and the gear ratio γcvt of the continuously variable transmission 50 is returned to the maximum gear ratio γmax in the same manner as in S7. End the packing control.

In S11, mode switching control for switching from the first speed gear stage “1st” to the second speed gear stage “2nd” is performed according to the mode switching command signal Sswt. In this embodiment, since the gear ratio γcvt of the continuously variable transmission 50 is returned to the maximum gear ratio γmax in S10, the mode switching control can be performed in the same manner as in the conventional case. That is, after shifting the gear ratio γcvt of the continuously variable transmission 50 from the maximum gear ratio γmax to the second gear gear gear ratio γ2, the first clutch C1 is released and the second clutch C2 is engaged. Is performed. When the determination in S9 is NO, that is, when the first gear stage "1st" is maintained, in other words, when the gear traveling mode in which the vehicle travels using the first power transmission path PT1 is maintained, S5 While continuing the backlash reduction control, each step of S6 and below is repeatedly executed.

The time t2 in FIGS. 4 to 7 is the time when the determination of S6 or S9 becomes YES and the execution of S7 or S10 is started. In S7 and S10, shifting is performed so that the gear ratio γcvt of the continuously variable transmission 50 is returned to the maximum gear ratio γmax in a certain time, for example. The time t3 is the time when the gear ratio γcvt of the continuously variable transmission 50 is returned to the maximum gear ratio γmax, and is the time when the backlash reduction control is completed. In S7 and S10, the gear ratio γcvt of the continuously variable transmission 50 may be quickly returned to the maximum gear ratio γmax, or may be gradually increased at a constant rate of change to return to the maximum gear ratio γmax.

As described above, in this embodiment, when traveling in the gear traveling mode, which is the first traveling mode, the gear ratio γcvt of the continuously variable transmission 50 is shifted from the maximum gear ratio γmax to the minimum gear ratio γmin side under certain conditions. Packing control is performed. As a result, the difference in gear ratio between the first power transmission path PT1 and the second power transmission path PT2 becomes large, and the relative rotation of the second clutch C2 of the second power transmission path PT2 becomes large due to the increase in the difference in gear ratio. At the same time, the drag torque of the second clutch C2 becomes large. Then, a load acts on the spline fitting portion 76 due to the drag torque of the second clutch C2, and the load causes the spline fitting portion 76 to rattle and suppress the generation of rattling noise.

Circulation torque is generated in the first power transmission path PT1 and the second power transmission path PT2 due to the drag torque of the second clutch C2, but since the second clutch C2 is in the released state, as in the prior art (Patent Document 1). Smaller than when half-engaged with. Therefore, troublesome control such as switching the increasing / decreasing direction of the gear ratio γcvt of the continuously variable transmission 50 according to the traveling state such as driving and being driven is unnecessary, and the second power transmission path PT2 is not required by the continuously variable transmission 50. It is only necessary to shift the gear ratio (= γcvt) from the maximum gear ratio γmax to the High side, that is, the minimum gear ratio γmin side, and this can be easily carried out. Further, regarding the gear ratio of the second power transmission path PT2, it is not necessary to shift to the large side and the small side with a gear ratio equal to the forward gear gear ratio γgear, which is the gear ratio in the gear traveling mode, and the maximum gear ratio is γmax. Since it is only necessary to shift to the minimum gear ratio γmin side, there is no need to expand the gear ratio range or increase the size of the continuously variable transmission 50, and the conventional continuously variable transmission 50 can be used as it is.

Further, in the present embodiment, the torque is amplified by the torque converter 20, and the rattling control is performed on the condition that the lockup is turned off to increase the rattling noise. Therefore, the rattling noise is generated when the circulation torque is generated. Only when it is large, deterioration of fuel efficiency performance due to circulation torque is suppressed.

Further, since the rattling control is performed on the condition that the engine noise and the wind noise are small and the rattling noise becomes a problem at a low vehicle speed, that is, the vehicle speed V ≦ V1, the rattling control that generates circulation torque is performed. However, this is limited to cases where rattling noise becomes a problem, and deterioration of fuel efficiency performance due to circulating torque is suppressed.

Next, another embodiment of the present invention will be described. In the following examples, parts substantially in common with the above examples are designated by the same reference numerals, and detailed description thereof will be omitted.

8 to 10 are flowcharts illustrating signal processing executed by the backlash packing control unit 88 instead of FIG. 3. FIG. 8 shows a case where S3 is omitted as compared with FIG. 3, that is, a case where the backlash reduction control of S5 is performed without providing the condition of vehicle speed V ≦ V1 under a constant condition even at a vehicle speed higher than the determined vehicle speed V1. The backlash control is executed.

FIG. 9 shows a case where the requirement (S2) relating to the lockup clutch 38 is further omitted as compared with FIG. 8, and the backlash packing control of S5 is executed regardless of whether the lockup clutch 38 is ON or OFF. In this case, S6 to S8 related to lockup control are also unnecessary.

FIG. 10 shows a case where the backlash reduction control is started with the start of the engine 12 in the state where the P range is selected, and each step of S5 or less in FIG. 9 is immediately executed with the start of the engine 12. .. R1 to R4 of FIG. 10 are the same as those of S5 and S9 to S11. That is, by executing R1 at the stage of the P range and shifting the gear ratio γcvt of the continuously variable transmission 50 to a predetermined gear ratio on the High gear side of the maximum gear ratio γmax, the D range or the M range can be set. When the vehicle is selected and started in the gear traveling mode, the spline fitting portion 76 is packed with rattling to suppress rattling noise. Then, the mode switching control unit 86 outputs a shift command for switching from the first gear stage "1st" to the second speed gear stage "2nd", in other words, a mode switching command signal Sswt for switching from the gear traveling mode to the CVT traveling mode. When the determination of R2 becomes YES, R3 is executed to end the backlash packing control. Also in this case, the backlash filling control is executed regardless of the vehicle speed V and the lockup clutch 38 ON / OFF, and substantially the same effect as that of the embodiment of FIG. 9 can be obtained. When the P range is switched to the R range or the N range, the rattling control of the R1 may be terminated, but even when the R1 is switched to the R range or the N range, the rattling control of the R1 is continued as it is. You may. Further, the execution of R1 or less may be started when the D range or the M range is selected.

Although the examples of the present invention have been described in detail with reference to the drawings, these are merely embodiments, and the present invention is carried out in a mode in which various modifications and improvements are made based on the knowledge of those skilled in the art. be able to.

16: Vehicle power transmission device 22: Input shaft 26: Output shaft 50: Continuously variable transmission 54: Gear transmission mechanism (gear type transmission device) 76: Spline fitting part (turning stop) 80: Electronic control device (control device) 88: Backlash control unit PT1: 1st power transmission path PT2: 2nd power transmission path C1: 1st clutch (1st disconnection device) C2: 2nd clutch (2nd disconnection device) γgear: Forward gear shift Ratio (1st gear ratio) γmax: Maximum gear ratio (2nd gear ratio) γmin: Minimum gear ratio (3rd gear ratio)

Claims (1)

A first power transmission path and a second power transmission path are provided in parallel between the input shaft and the output shaft, and
A first disconnection device and a gear type transmission device are provided in series in the first power transmission path, and power is transmitted at the first gear ratio obtained by the gear type transmission device.
A friction-engagement type second disconnection device and a continuously variable transmission are provided in series in the second power transmission path, and the second shift is substantially the same as or smaller than the first gear ratio. Power transmission can be performed at any gear ratio between the ratio and the third gear ratio smaller than the second gear ratio, and the second power transmission path is at least one of the input shaft and the output shaft. Connected to by a meshing type stopper,
Regarding the power transmission device for vehicles
By connecting the first disconnection device and shutting off the second disconnection device, a first traveling mode of traveling using the first power transmission path is established, and the first disconnection device is shut off. In the control device of the power transmission device for a vehicle that establishes the second traveling mode in which the vehicle travels using the second power transmission path by connecting the second disconnection device.
The second power transmission path is increased by the continuously variable transmission so that the relative rotation of the second disconnection device in the front-rear direction is increased while the second disconnection device is disconnected during traveling in the first travel mode. A control device for a power transmission device for a vehicle, which comprises a backlash packing control unit that controls backlash packing to shift the gear ratio of the vehicle from the second gear ratio to the third gear ratio side.

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