JP2021059210A - Control device for vehicle power transmission device - Google Patents

Abstract

To provide a control device capable of suppressing a shock generated in a vehicle power transmission device in which a first power transmission path and a second power transmission path are provided in parallel, in a transitional period in which the second power transmission path is switched to the first power transmission path during driving.SOLUTION: When switching a power transmission path PT from a second power transmission path PT2 to a first power transmission path PT1 during traveling, the power transmission path PT can be quickly switched to the first power transmission path PT1 by increasing an engine torque Te. Further, since an increase of the engine torque Te ends at timing when an engine rotation speed Ne is determined to be increased to a synchronous rotation speed Nes by the engine torque Te which is an actual torque, a shock that is generated by transmission of the engine torque Te which is generated when the engine rotation speed Ne reaches the synchronous rotation speed Nes, through a mode switching clutch SOWC to the drive wheel 14 side, can be suppressed.SELECTED DRAWING: Figure 8

Description

The present invention relates to a control device for a vehicle power transmission device including a continuously variable transmission and a gear mechanism in parallel in a power transmission path between an engine and a drive wheel.

A first power transmission path including a first clutch, a gear mechanism, and a dog clutch between the engine and the drive wheels, and a second power transmission including a continuously variable transmission and a second clutch. A vehicle power transmission device having a transmission path in parallel is known. That is the power transmission device described in Patent Document 1.

International Publication No. 2013/176208

By the way, for the purpose of cost reduction, instead of the dog clutch, a mode switching clutch configured to be at least switchable to a one-way mode in which power is transmitted in the driven state of the vehicle while power is cut off in the driven state of the vehicle. It is conceivable to adopt. Here, when the power transmission path is switched from the second power transmission path to the first power transmission path, the rotation speed of the engine is switched by increasing the torque of the engine in order to quickly switch the power transmission path. It is conceivable to increase the synchronous rotation speed of. However, if torque is output from the engine when the engine speed reaches the synchronous speed, a shock may occur due to the torque being transmitted to the drive wheel side via the mode switching clutch. ..

The present invention has been made in the context of the above circumstances, and an object of the present invention is a first power transmission including a first clutch and a mode switching clutch between the engine and the drive wheels. In a vehicle power transmission device in which a path and a second power transmission path including a continuously variable transmission and a second clutch are provided in parallel, the power transmission path is transmitted to the second power transmission path during traveling. An object of the present invention is to provide a control device capable of suppressing a shock generated in a transitional period of switching from a path to a first power transmission path.

The gist of the first invention is that (a) a first power transmission path and a second power transmission path are provided in parallel between the engine and the drive wheels, and the first power transmission path has a first power transmission path. A clutch and a mode switching clutch are provided, a stepless transmission and a second clutch are provided in the second power transmission path, and the first clutch is arranged on the engine side of the mode switching clutch. A control device for a vehicle power transmission device, (b) the mode switching clutch can at least switch to a one-way mode in which power is transmitted in the driven state of the vehicle while power is cut off in the driven state of the vehicle. (C) The switching control unit for switching the power transmission path between the first power transmission path and the second power transmission path is provided, and (d) the switching control unit is the second power transmission path. When switching from the first power transmission path to the first power transmission path, the rotation speed of the engine is increased by increasing the torque of the engine from the state in which the first clutch is engaged and the second clutch is released. Is rotated and synchronized with the synchronous rotation speed after switching, and the increase in the torque of the engine is terminated at the timing when it is determined that the rotation speed of the engine increases to the synchronous rotation speed by the actual torque of the engine. e) Further, a synchronous timing calculation unit for calculating the timing at which the rotational speed of the engine is determined to increase to the synchronous rotational speed after switching due to the actual torque of the engine is provided.

According to the control device of the vehicle power transmission device of the first invention, when the power transmission path is switched from the second power transmission path to the first power transmission path during traveling, the engine torque is increased by increasing the engine torque. It is possible to quickly reach the synchronous rotation speed after switching, and the power transmission path can be quickly switched to the first power transmission path. In addition, since the increase in engine torque ends at the timing when it is determined that the engine rotation speed increases to the synchronous rotation speed due to the actual torque of the engine, the engine occurs when the engine rotation speed reaches the synchronous rotation speed. It is possible to suppress the shock caused by the torque of the above being transmitted to the drive wheel side.

It is a figure explaining the schematic structure of the vehicle to which this invention is applied. It is a figure which shows simply the structure of the two-way clutch of FIG. 1, and is the cross-sectional view which cut | cut a part in the circumferential direction when it was switched to a one-way mode. It is a figure which shows the structure of the two-way clutch of FIG. 1 simply, and is the cross-sectional view which cut off a part in the circumferential direction when it was switched to a lock mode. It is an engagement operation table which shows the engagement state of each engagement device for every operation position selected by the shift lever (not shown) provided in the vehicle. It is a figure which shows schematic the hydraulic control circuit which controls the operating state of the power transmission device for a vehicle of FIG. It is a figure which shows the waveform of the modeled engine torque when the target engine torque is changed from 100Nm to 0Nm in the state of the engine rotation speed of 3000rpm. It is a figure which shows the behavior of the engine rotation speed and the engine torque at the time of predictively determining the timing when it is determined that the engine rotation speed increases to the synchronous rotation speed after switching by an engine torque. It is a flowchart for explaining the main part of the control operation of an electronic control device, and the power transmission path is changed from the 2nd power transmission path to the 1st power by switching the operation position to the M1 position while running in the belt running mode. It is a flowchart explaining the control operation at the time of switching to a transmission path. It is a time chart which shows the control state when the operation position is switched to the M1 position while running in a belt running mode.

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 deformed, and the dimensional ratios and shapes of each part are not necessarily drawn accurately.

FIG. 1 is a diagram illustrating a schematic configuration of a vehicle 10 to which the present invention is applied. In FIG. 1, the vehicle 10 includes a vehicle power transmission device 16 (hereinafter, power transmission device 16) that transmits the power of the engine 12 to the drive wheels 14.

The power transmission device 16 is provided between the engine 12 and the drive wheels 14. In the case 18 as a non-rotating member, the 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. A belt-type stepless transmission 24 connected to, a forward / backward switching device 26 also connected to the input shaft 22, and a stepless transmission 24 connected to the input shaft 22 via the forward / backward switching device 26. The gear mechanism 28 provided in parallel, the output shaft 30 which is a common output rotating member of the stepless transmission 24 and the gear mechanism 28, the counter shaft 32, and the output shaft 30 and the counter shaft 32 cannot rotate relative to each other. A reduction gear device 34 composed of a pair of gears that are provided and meshed with each other, a gear 36 that is provided so as not to rotate relative to the counter shaft 32, a differential device 38 that is connected to the gear 36 so as to be able to transmit power, and a differential device 38. It includes left and right axles 40 that are connected.

In the power transmission device 16 configured in this way, the power output from the engine 12 sequentially connects the torque converter 20, the forward / backward switching device 26, the gear mechanism 28, the reduction gear device 34, the differential device 38, the axle 40, and the like. It is transmitted to the left and right drive wheels 14 via. Alternatively, in the power transmission device 16, the power output from the engine 12 is sequentially passed through the torque converter 20, the continuously variable transmission 24, the reduction gear device 34, the differential device 38, the axle 40, and the like, and the left and right drive wheels 14 Is transmitted to. Unless otherwise specified, the power agrees with torque and force.

As described above, the power transmission device 16 includes a gear mechanism 28 and a continuously variable transmission 24 provided in parallel with the power transmission path PT between the engine 12 and the drive wheels 14. That is, the power transmission device 16 is provided in parallel between the input shaft 22 and the output shaft 30, and has two power transmission paths capable of transmitting the power of the engine 12 from the input shaft 22 to the output shaft 30, respectively. I have. The two power transmission paths include a first power transmission path PT1 via the gear mechanism 28 and a second power transmission path PT2 via the continuously variable transmission 24. That is, the power transmission device 16 includes two power transmission paths, a first power transmission path PT1 and a second power transmission path PT2, in parallel between the input shaft 22 and the output shaft 30.

The first power transmission path PT1 includes a forward / backward switching device 26 including a first clutch C1 and a first brake B1, a gear mechanism 28, and a mode switching clutch SOWC, and powers the engine 12 from the input shaft 22 via the gear mechanism 28. This is a power transmission path that is transmitted to the drive wheels 14. In the first power transmission path PT1, the forward / backward switching device 26, the gear mechanism 28, and the mode switching clutch SOWC are arranged in this order from the engine 12 toward the drive wheels 14. That is, the first clutch C1 is arranged closer to the engine 12 than the mode switching clutch SOWC. The second power transmission path PT2 includes a continuously variable transmission 24 and a second clutch C2, and is a power transmission path for transmitting the power of the engine 12 from the input shaft 22 to the drive wheels 14 via the continuously variable transmission 24. .. In the second power transmission path PT2, the continuously variable transmission 24 and the second clutch C2 are arranged in this order from the engine 12 toward the drive wheels 14.

The forward / backward switching device 26 includes a double pinion type planetary gear device 26p, a first clutch C1, and a first brake B1. The planetary gear device 26p is a differential mechanism having three rotating elements, a carrier 26c as an input element, a sun gear 26s as an output element, and a ring gear 26r as a reaction force element. The carrier 26c is connected to the input shaft 22. The ring gear 26r is selectively coupled to the case 18 via the first brake B1. The sun gear 26s is arranged on the outer peripheral side of the input shaft 22 and is connected to a small diameter gear 48 provided so as to be rotatable relative to the input shaft 22. The carrier 26c and the sun gear 26s are selectively connected via the first clutch C1.

The gear mechanism 28 includes a small-diameter gear 48, a counter shaft 50, and a large-diameter gear 52 that is rotatably provided on the counter shaft 50 and meshes with the small-diameter gear 48. Further, the counter shaft 50 is provided with a counter gear 54 that meshes with the output gear 56 provided on the output shaft 30 so as not to rotate relative to the counter shaft 50.

The continuously variable transmission 24 includes a primary shaft 58 which is provided coaxially with the input shaft 22 and is integrally connected to the input shaft 22, a primary pulley 60 which is connected to the primary shaft 58 and has a variable effective diameter. A secondary shaft 62 provided on the same axis as the output shaft 30, a secondary pulley 64 connected to the secondary shaft 62 having a variable effective diameter, and a transmission element wound between the pulleys 60 and 64, respectively. It is equipped with a transmission belt 66. The continuously variable transmission 24 is a known belt-type continuously variable transmission in which power is transmitted via frictional force between the pulleys 60 and 64 and the transmission belt 66, and the power of the engine 12 is driven by the drive wheels 14. Communicate to the side. The effective diameter of the primary pulley 60 is changed by the hydraulic actuator 60c described later, and the effective diameter of the secondary pulley 64 is changed by the hydraulic actuator 64c described later.

Further, the gear ratio EL (= input shaft rotation speed Nin / output shaft rotation speed Nout) in the first power transmission path PT1 including the gear mechanism 28 is the maximum gear ratio in the second power transmission path PT2, which is the stepless transmission 24. The value is set to be larger than the lowest gear ratio γmax. That is, the gear ratio EL is set to a gear ratio on the low side of the lowest gear ratio γmax. As a result, the second power transmission path PT2 is formed with a gear ratio on the higher side than the first power transmission path PT1. The input shaft rotation speed Nin is the rotation speed of the input shaft 22, and the output shaft rotation speed Nout is the rotation speed of the output shaft 30.

In the power transmission device 16, the power transmission path PT that transmits the power of the engine 12 to the drive wheels 14 is switched between the first power transmission path PT1 and the second power transmission path PT2 according to the traveling state of the vehicle 10. Be done. Therefore, the power transmission device 16 includes a plurality of engagement devices for selectively forming the first power transmission path PT1 and the second power transmission path PT2. The plurality of engaging devices include a first clutch C1, a first brake B1, a second clutch C2, and a mode switching clutch SOWC.

The first clutch C1 is provided on the first power transmission path PT1 and is an engaging device for selectively connecting or disconnecting the first power transmission path PT1 when the vehicle travels forward. It is an engaging device that enables power transmission of the first power transmission path PT1 by being engaged. The first brake B1 is provided on the first power transmission path PT1 and is an engaging device for selectively connecting or disconnecting the first power transmission path PT1 when the vehicle travels backward. It is an engaging device that enables power transmission of the first power transmission path PT1 by being engaged. The first power transmission path PT1 is formed by engaging the first clutch C1 or the first brake B1.

The mode switching clutch SOWC is provided in the first power transmission path PT1 and is a one-way mode in which power is transmitted in the driven state of the vehicle 10 during forward traveling, while power is cut off in the driven state of the vehicle 10 during forward traveling. , The lock mode that transmits power in the driven state and the driven state of the vehicle 10 can be switched. For example, when the first clutch C1 is engaged and the mode switching clutch SOWC is switched to the one-way mode, the mode switching clutch SOWC transmits power in the driving state of the vehicle 10 traveling forward by the power of the engine 12. It will be possible. That is, the power of the engine 12 is transmitted to the drive wheels 14 side via the first power transmission path PT1 during the forward traveling. On the other hand, in the driven state of the vehicle 10 such as during coasting, even if the first clutch C1 is engaged, the rotation transmitted from the drive wheel 14 side is interrupted by the mode switching clutch SOWC. The driving state of the vehicle 10 corresponds to a state in which the torque of the input shaft 22 is a positive value when the traveling direction is used as a reference, and substantially a state in which the vehicle 10 is driven by the power of the engine 12. doing. Further, the driven state of the vehicle is a state in which the torque of the input shaft 22 becomes a negative value when the traveling direction is used as a reference, and is substantially driven by the inertia of the vehicle 10 from the drive wheel 14 side. Corresponds to the state in which the input shaft 22 and the engine 12 are rotated by the transmitted rotation.

Further, when the first clutch C1 is engaged and the mode switching clutch SOWC is switched to the lock mode, the mode switching clutch SOWC can transmit power in the driven state and the driven state of the vehicle 10, and the engine. The power of 12 is transmitted to the drive wheel 14 side via the first power transmission path PT1, and the rotation transmitted from the drive wheel 14 side during coasting (driven state) is the first power. The engine brake can be generated by being transmitted to the engine 12 side via the transmission path PT1. Further, when the first brake B1 is engaged and the mode switching clutch SOWC is switched to the lock mode, the power transmitted from the engine 12 side acting in the vehicle reverse direction passes through the mode switching clutch SOWC. The vehicle is transmitted to the drive wheels 14, and the vehicle can travel backward via the first power transmission path PT1. The structure of the mode switching clutch SOWC will be described later.

The second clutch C2 is provided in the second power transmission path PT2 and is an engaging device for selectively connecting or disconnecting the second power transmission path PT2, and is engaged when the vehicle travels forward. It is an engaging device that enables power transmission of the second power transmission path PT2 by being combined. The first clutch C1, the first brake B1, and the second clutch C2 are all known hydraulic wet friction engagement devices that are frictionally engaged by a hydraulic actuator. The first clutch C1 and the first brake B1 are one of the elements constituting the forward / backward switching device 26, respectively.

Further, the power transmission device 16 includes a mechanical oil pump 44 connected to the pump impeller 20p. The oil pump 44 is rotationally driven by the engine 12 to control the speed of the continuously variable transmission 24, generate a belt pinching pressure in the continuously variable transmission 24, and each of the plurality of engaging devices. The original pressure of the hydraulic pressure for switching the operating state such as engagement and disengagement and switching the operating state of the lockup clutch LU is supplied to the hydraulic control circuit 46 (see FIG. 5) provided in the vehicle 10. ..

Next, the structure of the mode switching clutch SOWC will be described. The mode switching clutch SOWC is provided between the large diameter gear 52 and the counter gear 54 in the axial direction of the counter shaft 50. The mode switching clutch SOWC is provided on the drive wheel 14 side of the first clutch C1 and the gear mechanism 28 in the first power transmission path PT1. The mode switching clutch SOWC is configured to be switchable between one-way mode and lock mode by a hydraulic hydraulic actuator 41 provided so as to be adjacent to each other in the axial direction of the counter shaft 50.

2 and 3 are views simply showing the structure of the mode switching clutch SOWC that enables the mode to be switched between the one-way mode and the lock mode, and a part of the mode switching clutch SOWC in the circumferential direction is cut off. It is a cross-sectional view. FIG. 2 shows a state in which the mode switching clutch SOWC is switched to the one-way mode, and FIG. 3 shows a state in which the mode switching clutch SOWC is switched to the lock mode. The vertical direction of the paper surface in FIGS. 2 and 3 corresponds to the rotation direction, the upper part of the paper surface corresponds to the vehicle backward rotation direction (reverse rotation direction), and the lower part of the paper surface corresponds to the vehicle forward rotation direction (forward rotation direction). Further, the left-right direction of the paper surface of FIGS. 2 and 3 corresponds to the axial direction of the counter shaft 50 (hereinafter, unless otherwise specified, the axial direction corresponds to the axial direction of the counter shaft 50), and the right side of the paper surface is shown in FIG. It corresponds to the large-diameter gear 52 side, and the left side of the paper surface corresponds to the counter gear 54 side in FIG.

The mode switching clutch SOWC is formed in a disk shape and is arranged on the outer peripheral side of the counter shaft 50. The mode switching clutch SOWC includes the input side rotating member 68, the first output side rotating member 70a and the second output side rotating member 70b arranged at positions adjacent to the input side rotating member 68 in the axial direction, and the mode switching clutch SOWC in the axial direction. A plurality of first struts 72a and a plurality of torsion coil springs 73a interposed between the input side rotating member 68 and the first output side rotating member 70a, and the input side rotating member 68 and the second output in the axial direction. It is configured to include a plurality of second struts 72b and a plurality of torsion coil springs 73b interposed between the side rotating member 70b.

The input-side rotating member 68 is formed in a disk shape and is arranged so as to be rotatable relative to the counter shaft 50 about the axis of the counter shaft 50. The input-side rotating member 68 is arranged so as to be sandwiched between the first output-side rotating member 70a and the second output-side rotating member 70b in the axial direction. Further, the meshing teeth of the large-diameter gear 52 are integrally formed on the outer peripheral side of the input-side rotating member 68. That is, the input side rotating member 68 and the large diameter gear 52 are integrally molded. The input-side rotating member 68 is connected to the engine 12 so as to be able to transmit power via a gear mechanism 28, a forward / backward switching device 26, and the like.

A first accommodating portion 76a in which the first strut 72a and the torsion coil spring 73a are accommodated is formed on the surface of the input side rotating member 68 facing the first output side rotating member 70a in the axial direction. A plurality of first accommodating portions 76a are formed at equal angular intervals in the circumferential direction. Further, a second accommodating portion 76b in which the second strut 72b and the torsion coil spring 73b are accommodated is formed on the surface of the input side rotating member 68 facing the second output side rotating member 70b in the axial direction. A plurality of second accommodating portions 76b are formed at equal angular intervals in the circumferential direction. The first accommodating portion 76a and the second accommodating portion 76b are formed at the same positions in the radial direction of the input side rotating member 68.

The first output side rotating member 70a is formed in a disk shape and is rotatably arranged around the axis of the counter shaft 50. The first output side rotating member 70a is provided on the counter shaft 50 so as to be relatively non-rotatable, so that the first output side rotating member 70a rotates integrally with the counter shaft 50. In connection with this, the first output side rotating member 70a is connected to the drive wheel 14 via a counter shaft 50, a counter gear 54, an output shaft 30, a differential device 38, and the like so as to be able to transmit power.

On the surface of the first output-side rotating member 70a facing the input-side rotating member 68 in the axial direction, a first concave portion 78a that is recessed in a direction away from the input-side rotating member 68 is formed. The first recesses 78a are formed in the same number as the first accommodating portions 76a, and are arranged at equal angular intervals in the circumferential direction. Further, the first recess 78a is formed at the same position as the first accommodating portion 76a formed in the input side rotating member 68 in the radial direction of the first output side rotating member 70a. Therefore, when the rotational positions of the first accommodating portion 76a and the first concave portion 78a coincide with each other, the first accommodating portion 76a and the first concave portion 78a are in a state of being adjacent to each other in the axial direction. The first recess 78a has a shape capable of accommodating one end of the first strut 72a. Further, at one end of the first recess 78a in the circumferential direction, when the input side rotating member 68 is rotated in the vehicle forward direction (lower side of the paper in FIGS. 2 and 3) by the power of the engine 12, one end of the first strut 72a A first wall surface 80a that comes into contact with the surface is formed.

The second output side rotating member 70b is formed in a disk shape and is rotatably arranged around the axis of the counter shaft 50. The second output side rotating member 70b is provided on the counter shaft 50 so as to be relatively non-rotatable, so that the second output side rotating member 70b rotates integrally with the counter shaft 50. In connection with this, the second output side rotating member 70b is connected to the drive wheel 14 via a counter shaft 50, a counter gear 54, an output shaft 30, a differential device 38, and the like so as to be able to transmit power.

A second recess 78b is formed on the surface of the second output-side rotating member 70b facing the input-side rotating member 68 in the axial direction so as to be recessed in a direction away from the input-side rotating member 68. The second recesses 78b are formed in the same number as the second accommodating portions 76b, and are arranged at equal angular intervals in the circumferential direction. Further, the second recess 78b is formed at the same position as the second accommodating portion 76b formed in the input side rotating member 68 in the radial direction of the second output side rotating member 70b. Therefore, when the rotational positions of the second accommodating portion 76b and the second concave portion 78b coincide with each other, the second accommodating portion 76b and the second concave portion 78b are in a state of being adjacent to each other in the axial direction. The second recess 78b has a shape capable of accommodating one end of the second strut 72b. Further, at one end of the second recess 78b in the circumferential direction, the input side rotating member 68 is moved in the vehicle reverse direction by the power of the engine 12 in a state where the mode switching clutch SOWC shown in FIG. 3 is switched to the lock mode (FIG. 2, FIG. A second wall surface 80b that comes into contact with one end of the second strut 72b is formed when the vehicle is rotated upward (upper the paper surface in FIG. 3) and when the vehicle is coasted while traveling forward.

The first strut 72a is made of a plate-shaped member having a predetermined thickness, and is formed in a longitudinal shape along the rotation direction (vertical direction on the paper surface) as shown in the cross sections of FIGS. 2 and 3. Further, the first strut 72a has a predetermined size in the direction perpendicular to the paper surface in FIGS. 2 and 3.

One end of the first strut 72a in the longitudinal direction is urged toward the first output side rotating member 70a by a torsion coil spring 73a. Further, the other end of the first strut 72a in the longitudinal direction is brought into contact with the first stepped portion 82a formed in the first accommodating portion 76a. The first strut 72a is rotatable around the other end of contact with the first stepped portion 82a. The torsion coil spring 73a is interposed between the first strut 72a and the input side rotating member 68, and urges one end of the first strut 72a toward the first output side rotating member 70a.

With the above configuration, the first strut 72a receives power acting in the vehicle forward direction from the engine 12 side in a state where the mode switching clutch SOWC is switched between the one-way mode and the lock mode. One end of the first strut 72a is brought into contact with the first wall surface 80a of the first output side rotating member 70a, and the other end of the first strut 72a is brought into contact with the first stepped portion 82a of the input side rotating member 68. Be done. In this state, the relative rotation between the input side rotating member 68 and the first output side rotating member 70a is prevented, and the power acting in the vehicle forward direction is transmitted to the drive wheel 14 side via the mode switching clutch SOWC. The first strut 72a, the torsion coil spring 73a, the first accommodating portion 76a, and the first recess 78a (first wall surface 80a) transmit the power acting in the vehicle forward direction to the drive wheels 14, while acting in the vehicle reverse direction. A one-way clutch is configured to shut off the power.

The second strut 72b is made of a plate-shaped member having a predetermined thickness, and is formed in a longitudinal shape along the rotation direction (vertical direction on the paper surface) as shown in the cross sections of FIGS. 2 and 3. Further, the second strut 72b has a predetermined size in the direction perpendicular to the paper surface in FIGS. 2 and 3.

One end of the second strut 72b in the longitudinal direction is urged toward the second output side rotating member 70b by a torsion coil spring 73b. Further, the other end of the second strut 72b in the longitudinal direction is brought into contact with the second stepped portion 82b formed in the second accommodating portion 76b. The second strut 72b is rotatable around the other end of contact with the second stepped portion 82b. The torsion coil spring 73b is interposed between the second strut 72b and the input side rotating member 68, and urges one end of the second strut 72b toward the second output side rotating member 70b.

With the above configuration, the second strut 72b has the second strut 72b when the power acting in the vehicle reverse direction is transmitted from the engine 12 side in the state where the mode switching clutch SOWC is switched to the lock mode. One end of the 72b is brought into contact with the second wall surface 80b of the second output side rotating member 70b, and the other end of the second strut 72b is brought into contact with the second stepped portion 82b of the input side rotating member 68. Further, even when the second strut 72b is coasted during the forward traveling, one end of the second strut 72b is brought into contact with the second wall surface 80b of the second output side rotating member 70b, and the other end of the second strut 72b is on the input side. It is brought into contact with the second stepped portion 82b of the rotating member 68. In this state, the relative rotation between the input side rotating member 68 and the second output side rotating member 70b is prevented, and the power acting in the vehicle reverse direction is transmitted to the drive wheels 14 via the mode switching clutch SOWC. Further, the rotation transmitted from the drive wheel 14 side during coasting is transmitted to the engine 12 side via the mode switching clutch SOWC. The second strut 72b, the torsion coil spring 73b, the second accommodating portion 76b, and the second recess 78b (second wall surface 80b) transmit the power acting in the vehicle backward direction to the drive wheels 14, while acting in the vehicle forward direction. A one-way clutch is configured to shut off the power.

Further, the second output side rotating member 70b is formed with a plurality of through holes 88 that penetrate the second output side rotating member 70b in the axial direction. Each through hole 88 is formed at a position overlapping each of the second recesses 78b when viewed from the axial direction of the counter shaft 50. Therefore, one end of each through hole 88 communicates with the second recess 78b. A pin 90 is inserted through each through hole 88. The pin 90 is formed in a columnar shape and is slidable in the through hole 88. One end of the pin 90 is in contact with the pressing plate 74 constituting the hydraulic actuator 41, and the other end of the pin 90 is in contact with an annular ring 86 whose circumferential direction partially passes through the second recess 78b. Being in contact.

The ring 86 is fitted into a plurality of arcuate grooves 84 formed in the second output side rotating member 70b and connected to the second concave portions 78b adjacent to each other in the circumferential direction, and is fitted in a plurality of arcuate grooves 84 in the axial direction. 2 Relative movement with respect to the output side rotating member 70b is allowed.

The hydraulic actuator 41 is arranged on the same counter shaft 50 as the mode switching clutch SOWC, and at a position adjacent to the second output side rotating member 70b in the axial direction of the counter shaft 50. The hydraulic actuator 41 shafts the pressing plate 74 by supplying hydraulic oil to a plurality of coil springs 92 interposed between the pressing plate 74 and the counter gear 54 and the pressing plate 74 in the axial direction. It is provided with a hydraulic chamber (not shown) that generates a thrust that moves the counter gear 54 side in the direction.

The pressing plate 74 is formed in a disk shape and is arranged so as to be movable relative to the counter shaft 50 in the axial direction. The spring 92 urges the pressing plate 74 to the second output side rotating member 70b side in the axial direction. Therefore, in a state where the hydraulic oil is not supplied to the hydraulic chamber of the hydraulic actuator 41, as shown in FIG. 2, the pressing plate 74 is axially moved to the second output side rotating member 70b side by the urging force of the spring 92. , The pressing plate 74 is brought into contact with the second output side rotating member 70b. At this time, as shown in FIG. 2, one end of the pin 90, the ring 86, and the second strut 72b is moved to the input side rotating member 68 side in the axial direction, so that the mode switching clutch SOWC switches to the one-way mode. Be done.

When hydraulic oil is supplied to the hydraulic chamber of the hydraulic actuator 41, the pressing plate 74 is axially moved toward the counter gear 54 against the urging force of the spring 92, and the pressing plate 74 is moved to the counter gear 54 side. 2 It is in a state of being separated from the output side rotating member 70b. At this time, as shown in FIG. 3, one end of the pin 90, the ring 86, and the second strut 72b is moved to the counter gear 54 side in the axial direction by the urging force of the torsion coil spring 73b, so that the mode switching clutch is used. SOWC is switched to lock mode.

When the mode switching clutch SOWC shown in FIG. 2 is in the one-way mode, the pressing plate 74 is brought into contact with the second output side rotating member 70b by the urging force of the spring 92. At this time, the pin 90 is pushed by the pressing plate 74 and moved to the input side rotating member 68 side in the axial direction, and the ring 86 is also pushed by the pin 90 and moved to the input side rotating member 68 side in the axial direction. Be done. As a result, one end of the second strut 72b is pressed against the ring 86 and moved to the input side rotating member 68 side, so that the contact between one end of the second strut 72b and the second wall surface 80b is prevented. At this time, the relative rotation between the input side rotating member 68 and the second output side rotating member 70b is allowed, and the second strut 72b does not function as a one-way clutch. On the other hand, one end of the first strut 72a is urged toward the first output side rotating member 70a by the torsion coil spring 73a so that it can come into contact with the first wall surface 80a of the first recess 78a. The strut 72a functions as a one-way clutch that transmits a driving force acting in the vehicle forward direction.

When the mode switching clutch SOWC shown in FIG. 2 is in the one-way mode, one end of the first strut 72a can come into contact with the first wall surface 80a of the first output side rotating member 70a. When the vehicle 10 is driven, in which the power acting in the vehicle forward direction is transmitted, one end of the first strut 72a and the first wall surface 80a come into contact with each other, and the other of the first strut 72a, as shown in FIG. When the end and the first stepped portion 82a come into contact with each other, the relative rotation of the input side rotating member 68 and the first output side rotating member 70a in the vehicle forward direction is prevented, and the power of the engine 12 switches the mode. It is transmitted to the drive wheels 14 via the clutch SOWC. On the other hand, when the vehicle 10 is driven by coasting during forward traveling, one end of the first strut 72a and the first wall surface 80a of the first output side rotating member 70a may come into contact with each other. Since the relative rotation between the input side rotating member 68 and the first output side rotating member 70a is allowed, the power transmission via the mode switching clutch SOWC is cut off. Therefore, when the mode switching clutch SOWC is in the one-way mode, the first strut 72a functions as a one-way clutch, and the power is transmitted from the engine 12 in the driving state of the vehicle 10 in which the power acting in the vehicle forward direction is transmitted. The power is cut off in the driven state of the vehicle 10 that coasts while traveling forward.

When the mode switching clutch SOWC shown in FIG. 3 is in the lock mode, hydraulic oil is supplied to the hydraulic chamber of the hydraulic actuator 41, so that the pressing plate 74 rotates on the second output side against the urging force of the spring 92. It is moved away from the member 70b. At this time, one end of the second strut 72b is moved to the second recess 78b side of the second output side rotating member 70b by the urging force of the torsion coil spring 73b, and can come into contact with the second wall surface 80b. Further, as in the one-way mode of FIG. 2, one end of the first strut 72a can come into contact with the first wall surface 80a of the output side rotating member 70b.

When the power acting in the vehicle forward direction is transmitted while the mode switching clutch SOWC shown in FIG. 3 is in the lock mode, one end of the first strut 72a comes into contact with the first wall surface 80a of the first output side rotating member 70a. At the same time, the other end of the first strut 72a comes into contact with the first stepped portion 82a, so that the relative rotation between the input side rotating member 68 and the first output side rotating member 70a in the vehicle forward direction is prevented. .. Further, when the power acting in the vehicle reverse direction is transmitted while the mode switching clutch SOWC is in the lock mode, one end of the second strut 72b is the second of the second output side rotating member 70b, as shown in FIG. By contacting the wall surface 80b and the other end of the second strut 72b with the second stepped portion 82b, the input side rotating member 68 and the second output side rotating member 70b are relative to each other in the vehicle reverse direction. Rotation is blocked. Therefore, when the mode switching clutch SOWC is in the lock mode, the first strut 72a and the second strut 72b function as one-way clutches, respectively, and in the mode switching clutch SOWC, the driving wheels drive the power acting in the vehicle forward direction and the vehicle reverse direction. It becomes possible to transmit to 14. Therefore, when the vehicle is moving backward, the mode switching clutch SOWC is switched to the lock mode, so that the vehicle can run backward. Further, in the driven state of the vehicle 10 coasting while the vehicle is traveling forward, the mode switching clutch SOWC is switched to the lock mode, so that the rotation transmitted from the drive wheel 14 side is transmitted via the mode switching clutch SOWC. By being transmitted to the engine 12 side, the engine brake can be generated by the engine 12 being rotated around. Therefore, when the mode switching clutch SOWC is in the lock mode, the first strut 72a and the second strut 72b function as one-way clutches, and power is transmitted in the driven state and the driven state of the vehicle 10.

FIG. 4 is an engagement operation table showing the engagement state of each engagement device for each operation position POSsh selected by a shift lever (not shown) provided in the vehicle 10. In FIG. 4, “C1” corresponds to the first clutch C1, “C2” corresponds to the second clutch C2, “B1” corresponds to the first brake B1, and “SOWC” corresponds to the mode switching clutch SOWC. Further, "P (P position)", "R (R position)", "N (N position)", "D (D position)", and "M (M position)" are selected by the shift lever. Each operating position POSsh is shown. Further, "◯" in FIG. 4 indicates the engagement of each engaging device, and the blank indicates release. In the "SOWC" corresponding to the mode switching clutch SOWC, "○" indicates the switching of the mode switching clutch SOWC to the lock mode, and the blank indicates the switching of the mode switching clutch SOWC to the one-way mode. ..

For example, when the operation position POSsh of the shift lever is switched to the P position which is the vehicle stop position or the N position which is the power transmission cutoff position, as shown in FIG. 4, the first clutch C1 and the second clutch The clutch C2 and the first brake B1 are released. At this time, the power is not transmitted in any of the first power transmission path PT1 and the second power transmission path PT2, and the state is in the neutral state.

Further, when the operation position POSsh of the shift lever is switched to the R position which is the reverse traveling position, the first brake B1 is engaged and the mode switching clutch SOWC is switched to the lock mode as shown in FIG. .. When the first brake B1 is engaged, the power acting in the reverse direction from the engine 12 side is transmitted to the gear mechanism 28. At this time, if the mode switching clutch SOWC is in the one-way mode, its power is cut off by the mode switching clutch SOWC, so that the vehicle cannot travel backward. Therefore, when the mode switching clutch SOWC is switched to the lock mode, the power acting in the vehicle reverse direction is transmitted to the output shaft 30 side via the mode switching clutch SOWC, so that the vehicle can travel backward. Therefore, when the operation position POSsh is switched to the R position, the first brake B1 is engaged and the mode switching clutch SOWC is switched to the lock mode via the first power transmission path PT1 (gear mechanism 28). Then, a reverse gear stage is formed in which power in the reverse direction of the vehicle is transmitted.

Further, when the operation position POSsh of the shift lever is switched to the D position which is the forward traveling position, the first clutch C1 is engaged or the second clutch C2 is engaged as shown in FIG. To. “D1 (D1 position)” and “D2 (D2 position)” shown in FIG. 4 are virtual operation positions set by control, and when the operation position POSsh is switched to the D position, the running state of the vehicle 10 It is automatically switched to the D1 position or the D2 position according to the above. The D1 position is switched in a relatively low vehicle speed region including when the vehicle is stopped. The D2 position is switched in a relatively high vehicle speed region including a medium vehicle speed region. For example, when the traveling state of the vehicle 10 moves from the low vehicle speed region to the high vehicle speed region while traveling in the D position, the vehicle 10 is automatically switched from the D1 position to the D2 position.

For example, when the operating position POSsh is switched to the D position, if the traveling state of the vehicle 10 is in the traveling region corresponding to the D1 position, the first clutch C1 is engaged and the second clutch C2 is released. To. At this time, the power acting in the vehicle forward direction from the engine 12 side becomes the gear traveling mode in which the first power transmission path PT1 (gear mechanism 28) is lightly oiled and transmitted to the drive wheels 14. Since the mode switching clutch SOWC has been switched to the one-way mode, it transmits the power acting in the vehicle forward direction.

Further, when the operating position POSsh is switched to the D position, if the traveling state of the vehicle 10 is in the traveling region corresponding to the D2 position, the first clutch C1 is released and the second clutch C2 is engaged. Will be done. At this time, the belt traveling mode in which the power acting in the forward direction from the engine 12 side is transmitted to the drive wheels 14 via the second power transmission path PT2 (continuously variable transmission 24). In this way, when the operation position POSsh is switched to the D position, the power of the engine 12 is changed to the first power transmission path PT1 (gear mechanism 28) or the second power transmission path PT2 (none) according to the running state of the vehicle 10. It is transmitted to the drive wheel 14 side via the speed transmission 24).

Further, when the operation position POSsh of the shift lever is switched to the M position, it is possible to switch between the upshift and the downshift by the manual operation of the driver. That is, the M position is a manual shift position in which shifting can be performed manually by the driver. For example, when the operation position POSsh is switched to the M position and the driver manually operates the downshift side, the first clutch C1 is engaged and the mode switching clutch SOWC is switched to the lock mode. A gear stage is formed. Further, by switching the mode switching clutch SOWC to the lock mode, the mode switching clutch SOWC can transmit power in both the driven state and the driven state of the vehicle 10. For example, during coasting, the driven state is such that the rotation is transmitted from the drive wheel 14 side, but if the engine is manually operated to the downshift side in the M position at this time, the rotation transmitted from the drive wheel 14 side is transmitted. By transmitting to the engine 12 side via the mode switching clutch SOWC, the engine brake can be generated by rotating the engine 12. In this way, when the operation position POSsh is downshifted in the M position, power is transmitted to the drive wheels 14 via the first power transmission path PT1 (gear mechanism 28), and the drive is driven during coasting. A forward gear stage is formed in which engine braking can be generated by transmitting the rotation transmitted from the wheel 14 side to the engine 12 side via the first power transmission path PT1.

Further, when the operation position POSsh of the shift lever is manually operated to the upshift side by the driver while being switched to the M position, the second clutch C2 is engaged. At this time, a continuously variable transmission for forward is formed in which power is transmitted to the drive wheels 14 via the second power transmission path PT2 (continuously variable transmission 24). In this way, when the operation position POSsh is switched to the M position, the forward gear stage (that is, the gear traveling mode) in which power is transmitted via the first power transmission path PT1 by the driver's manual operation, and the gear traveling mode, and A manual shift that can be switched to one of the forward continuously variable transmissions (that is, the belt traveling mode) in which power is transmitted via the second power transmission path PT2 becomes possible. The case where the operation position POSsh is downshifted at the M position corresponds to the M1 position in FIG. 4, and the case where the operation position POSsh is upshifted at the M position corresponds to the M2 position in FIG. These M1 position and M2 position do not seem to exist, but in the following, when the operation position POSsh is manually operated to the downshift side at the M position, it is described for convenience that it has been switched to the M1 position, and the operation is performed. When the position POSsh is manually operated to the upshift side in the M position, it is described for convenience that the position is switched to the M2 position.

FIG. 5 is a diagram schematically showing a hydraulic control circuit 46 that controls an operating state of the continuously variable transmission 24 and the power transmission device 16 of FIG. In FIG. 5, the primary pulley 60 constituting the continuously variable transmission 24 is provided with a fixed sheave 60a fixed to the primary shaft 58 and capable of being relatively non-rotatable and axially movable with respect to the primary shaft 58. It includes a movable sheave 60b and a hydraulic actuator 60c that applies a primary thrust Wpri to the movable sheave 60b. The primary thrust Wpri is the thrust (= primary pressure Ppri × pressure receiving area) of the primary pulley 60 for changing the V-groove width between the fixed sheave 60a and the movable sheave 60b. The primary pressure Ppri is the oil supply supplied to the hydraulic actuator 60c by the hydraulic control circuit 46.

Further, the secondary pulley 64 is provided with respect to the fixed sheave 64a fixed to the secondary shaft 62, the movable sheave 64b provided so as not to rotate relative to the secondary shaft 62 and to be relatively movable in the axial direction, and the movable sheave 64b. It is equipped with a hydraulic actuator 64c that applies a secondary thrust Wsec. The secondary thrust Wsec is the thrust (= secondary pressure Psec × pressure receiving area) of the secondary pulley 64 for changing the V-groove width between the fixed sheave 64a and the movable sheave 64b. The secondary pressure Psec is the oil supply supplied to the hydraulic actuator 64c by the hydraulic control circuit 46.

In the continuously variable transmission 24, the primary thrust Wpri and the secondary thrust Wsec are controlled by adjusting the primary pressure Ppri and the secondary pressure Psec by the hydraulic control circuit 46, respectively. As a result, in the continuously variable transmission 24, the V-groove widths of the pulleys 60 and 64 are changed to change the hanging diameter (= effective diameter) of the transmission belt 66, and the gear ratio γcvt (= primary rotation speed Npri / secondary rotation) is changed. The speed Nsec) is changed, and the belt pinching pressure is controlled so that the transmission belt 66 does not slip. That is, by controlling the primary thrust Wpri and the secondary thrust Wsec, respectively, the speed change ratio γcvt of the continuously variable transmission 24 is shifted toward the target speed change ratio γcvttgt while preventing the belt slippage, which is the slippage of the transmission belt 66. .. The primary rotation speed Npri is the rotation speed of the primary shaft 58, the input shaft 22, and the primary pulley 60, and the secondary rotation speed Nsec is the rotation speed of the secondary shaft 62 and the secondary pulley 64.

The hydraulic control circuit 46 is configured to include a plurality of solenoid valves (solenoid valves), a plurality of control valves, and the like. Further, as a plurality of solenoid valves, an on / off solenoid valve 91 for controlling the C1 clutch pressure Pc1 which is the supply hydraulic pressure of the hydraulic actuator C1a of the first clutch C1 and the supply hydraulic pressure of the hydraulic actuator C2a of the second clutch C2. It includes a linear solenoid valve 94 for controlling the C2 clutch pressure Pc2. Since the on / off solenoid valve 91 and the linear solenoid valve 94 are known techniques, detailed description thereof will be omitted.

Further, although omitted in FIG. 5, the hydraulic control circuit 46 is a hydraulic actuator for switching the mode of the B1 control pressure Pb1 and the mode switching clutch SOWC, which are the supply hydraulic pressure supplied to the hydraulic actuator B1a of the first brake B1. The mode switching oil Psowc, which is the supply oil supplied to 41, the primary pressure Ppri supplied to the hydraulic actuator 60c of the primary pulley 60, the secondary pressure Psec supplied to the hydraulic actuator 64c of the secondary pulley 64, and the lockup clutch LU. A plurality of solenoid valves for directly or indirectly controlling the LU pressure Pl to be controlled are provided. In this embodiment, it is assumed that the solenoid valves that control these oil pressures are all composed of linear solenoid valves.

Returning to FIG. 1, the vehicle 10 includes an electronic control device 100 as a controller including a control device for the power transmission device 16. The electronic control device 100 includes, for example, a so-called microcomputer provided with a CPU, RAM, ROM, an input / output interface, and the like, and the CPU follows a program stored in the ROM in advance while using the temporary storage function of the RAM. Various controls of the vehicle 10 are executed by performing signal processing. The electronic control device 100 controls the output of the engine 12, the shift control of the continuously variable transmission 24, the belt pinching pressure control, and the hydraulic pressure for switching the operating state of each of the plurality of engaging devices (C1, B1, C2, SOWC). Execute control etc. The electronic control device 100 is separately configured for engine control, hydraulic control, and the like, if necessary.

The electronic control device 100 includes various sensors provided in the vehicle 10 (for example, various rotational speed sensors 102, 104, 106, 108, 109, accelerator opening sensor 110, throttle valve opening sensor 112, shift position sensor 114, etc. Various detection signals by the oil temperature sensor 116, etc. (for example, engine rotation speed Ne, primary rotation speed Npri which is the same value as input shaft rotation speed Nin, secondary rotation speed Nsec, output shaft rotation speed Nout corresponding to vehicle speed V, mode switching The input rotation speed Nsoin of the input side rotating member 68 constituting the clutch SOWC, the accelerator opening θacc indicating the amount of operation of the accelerator pedal 45 by the driver, the throttle valve opening θth, and the shift as a shift switching device provided in the vehicle 10. The operating position POSsh of the lever 98, the hydraulic oil temperature THoil, which is the temperature of the hydraulic oil in the hydraulic control circuit 46, etc.) are supplied respectively. The input shaft rotation speed Nin (= primary rotation speed Npri) is also the turbine rotation speed NT. Further, the electronic control device 100 calculates the actual gear ratio γcvt (= Npri / Nsec), which is the actual gear ratio γcvt of the continuously variable transmission 24, based on the primary rotation speed Npri and the secondary rotation speed Nsec. Further, the electronic control device 100 includes a first output side rotating member 70a and a second output side rotating member 70b (hereinafter, unless otherwise specified, the output side) constituting the mode switching clutch SOWC based on the output shaft rotation speed Nout. The output rotation speed Nsoout of the rotating member 70) is calculated.

From the electronic control device 100, various command signals (for example, engine control command signal Se for controlling the engine 12 and stepless speed change) are transmitted to each device (for example, engine control device 42, hydraulic control circuit 46, etc.) provided in the vehicle 10. The flood control command signal Scvt for controlling the speed change and the belt pinching pressure of the machine 24, the flood control command signal Scbd for controlling the operating state of each of the plurality of engaging devices, etc.) are output respectively. ..

In response to these various command signals, the C1 clutch pressure Pc1 which is the supply oil supplied from the hydraulic control circuit 46 to the hydraulic actuator C1a of the first clutch C1 and the supply hydraulic pressure supplied to the hydraulic actuator B1a of the first brake B1. A certain B1 brake pressure Pb1, C2 clutch pressure Pc2 which is the supply oil supplied to the hydraulic actuator C2a of the second clutch C2, and the mode switching hydraulic pressure Psowc which is the supply hydraulic pressure supplied to the hydraulic actuator 41 which switches the mode of the mode switching clutch SOWC. , The primary pressure Ppri supplied to the hydraulic actuator 60c of the primary pulley 60, the secondary pressure Psec supplied to the hydraulic actuator 64c of the secondary pulley 64, and the like are output.

The electronic control device 100 executes stepless speed change control of the continuously variable transmission 24 and the engine control unit 120 which functions as an engine control means for controlling the output of the engine 12 in order to realize various controls in the vehicle 10. A continuously variable transmission control unit 122 that functions as a continuously variable transmission control means, and a switching control unit that functions as a switching control means that controls switching between the power transmission path PT between the first power transmission path PT1 and the second power transmission path PT2. It is functionally provided with 124 and a synchronization time calculation unit 126 that functions as a synchronization time calculation means.

The engine control unit 120 applies the driving force-related values such as the accelerator operation amount θacc and the vehicle speed V to the driving force map, which is a relationship obtained and stored experimentally or by design in advance, to obtain the required driving force Fdem. Is calculated. The engine control unit 120 sets a target engine torque Tetgt from which the required driving force Fdem can be obtained, and outputs a command to control the engine 12 to the engine control device 42 so that the target engine torque Tetgt can be obtained.

The continuously variable transmission control unit 122 has a target gear ratio γtgt calculated based on the accelerator opening degree θacc, the vehicle speed V, etc. while traveling in the belt traveling mode in which power is transmitted via the second power transmission path PT2. As described above, a command for controlling the gear ratio γ of the continuously variable transmission 24 is output to the hydraulic control circuit 46. The continuously variable transmission control unit 122 adjusts the belt pinching pressure of the continuously variable transmission 24 to an optimum value, and the operating point of the engine 12 is on a predetermined optimum line (for example, the optimum engine fuel consumption line). It stores a predetermined relationship (for example, a shift map) that achieves the target gear ratio γtgt of 24, and is supplied to the hydraulic actuator 60c of the primary pulley 60 based on the accelerator operation amount θacc and the vehicle speed V from that relationship. The primary instruction pressure Ppritgt as the command value of the primary pressure Ppri and the secondary instruction pressure Psectgt as the command value of the secondary pressure Psec supplied to the hydraulic actuator 64c of the secondary pulley 64 are determined, and the primary instruction pressure Ppritgt and the secondary instruction are determined. A command for controlling the primary pressure Ppri and the secondary pressure Psec so as to become the pressure Psectgt is output to the flood control circuit 46 to execute the continuously variable transmission 24. Since the speed change control of the continuously variable transmission 24 is a known technique, detailed description thereof will be omitted.

The switching control unit 124 executes switching control for switching the power transmission path PT between the first power transmission path PT1 and the second power transmission path PT2. For example, when the operation position POSsh is switched to the M1 position by the operation of the shift lever by the driver during deceleration running (coasting running) in the belt running mode in which power is transmitted via the second power transmission path PT2. , The switching control unit 124 switches the power transmission path PT from the second power transmission path PT2 to the first power transmission path PT1 (that is, switches from the belt traveling mode to the gear traveling mode), and changes the mode switching clutch SOWC from the one-way mode. Executes switching control to switch to lock mode. Hereinafter, switching control when the operation position POSsh is switched to the M1 position during deceleration running in the belt running mode will be described. In the following, the description will be made on the premise that the accelerator pedal 45 is not depressed (the accelerator is fully closed).

When the switching control unit 124 detects an operation of switching the operation position POSsh to the M1 position during deceleration traveling in the belt traveling mode, the power transmission path PT is switched from the second power transmission path PT2 to the first power transmission path PT1. The second clutch C2 is released, and a command for engaging the first clutch C1 is output to the flood control circuit 46. When the switching control unit 124 determines that the release of the second clutch C2 is completed and the engagement of the first clutch C1 is completed, the switching control unit 124 determines that state (the first clutch C1 is engaged and the second clutch C2 is engaged). By increasing the engine torque Te of the engine 12 from the released state), the engine rotation speed Ne is rotationally synchronized with the synchronous rotation speed Ne after switching. Whether the disengagement of the second clutch C2 is completed and the engagement of the first clutch C1 is completed depends on, for example, the elapsed time from the release start time of the second clutch C2 and the engagement start time of the first clutch C1. It is determined based on whether or not a predetermined time set in advance has been reached.

When the engine torque Te of the engine 12 is increased, the switching control unit 124 sets the target engine torque Tetgt of the engine 12 to a preset predetermined value K, and throttles the engine torque Te to the predetermined value K. Feedforward control (FF control) that controls the valve opening θth is executed. The predetermined value K is obtained experimentally or by design in advance, and depends on the target change speed (target switching speed) of the engine rotation speed Ne set at the time of switching, the amount of change of the engine rotation speed Ne during the switching transition period, and the like. It will be changed as appropriate.

Here, by increasing the engine torque Te of the engine 12, the engine rotation speed Ne increases, but when the engine rotation speed Ne reaches the synchronous rotation speed Ne after shifting, the engine torque Te is in a high state. Then, there is a possibility that a shock may occur due to the engine torque Te being transmitted to the drive wheel 14 side via the mode switching clutch SOWC. In order to solve this problem, the synchronization timing calculation unit 126 calculates the timing at which the engine rotation speed Ne is determined to rise to the synchronous rotation speed Ne after switching by the engine torque Te, which is the actual torque of the engine 12. Then, the switching control unit 124 determines that the engine rotation speed Ne increases to the synchronized rotation speed Ne after switching due to the timing calculated by the synchronization timing calculation unit 126, specifically, the engine torque Te (actual torque). This ends the increase in the engine torque Te of the engine 12. When it is determined that the engine rotation speed Ne rises to the synchronous rotation speed Ne after switching due to the engine torque Te (actual torque), the increase of the engine torque Te ends at the timing when it is determined that the engine rotation speed Ne reaches the synchronous rotation speed Ne. At this point, since the increase in engine torque Te has been completed, the shock caused by the engine torque Te being transmitted to the drive wheel 14 side via the mode switching clutch SOWC is suppressed.

Hereinafter, a method of calculating the timing at which the engine rotation speed Ne is determined to increase to the synchronous rotation speed Ne after switching by the engine torque Te, which is the actual torque, will be described.

The synchronization timing calculation unit 126 stores in advance an engine torque response model in consideration of the frequency response of the engine torque Te, which is the actual torque with respect to the target engine torque Tetgt of the engine 12. The relational expression of the engine torque Te (t) modeled by the engine torque response model is shown in the following equation (1). In the formula (1), a and b are constants obtained experimentally or designly in advance, and are appropriately changed according to the engine torque Te and the engine rotation speed Ne.

FIG. 6 shows a state of engine torque Te when the target engine torque Tetgt is set from 100 Nm to 0 Nm in a state where the engine rotation speed Ne is 3000 rpm. In FIG. 6, the dead time, which is the delay time of the response, is excluded. In FIG. 6, the solid line corresponds to the engine torque Te (actual torque), and the broken line corresponds to the engine torque Te (t) calculated by the model shown in the equation (1). As shown in FIG. 6, the engine torque Te (t) calculated by the model shown in the equation (1) changes so as to follow the engine torque Te. From this, the engine torque Te (t) can be calculated predictively by the model shown in the equation (1).

The synchronization timing calculation unit 126 uses the engine torque Te (t) calculated by the model shown in the equation (1) to calculate the timing at which the engine rotation speed Ne is determined to rise to the synchronous rotation speed Ne after switching. .. The synchronization time calculation unit 126 calculates the timing based on the following equation (2). In the formula (2), I indicates inertia, and ndiff indicates the rotation speed difference (= Nes-Ne) between the synchronous rotation speed Ne and the engine rotation speed Ne.

Equation (2) indicates that the time when the right side becomes the value ndiff or more is the timing at which it is determined that the engine rotation speed Ne rises to the synchronous rotation speed Ne after switching. The synchronization time calculation unit 126 determines the time point at which the formula (2) is satisfied by calculating the formula (2) at any time, and the engine rotation speed Ne is the engine torque Te (at the time when the formula (2) is satisfied. It is determined that the timing is determined to increase to the synchronous rotation speed Nes after switching depending on the actual torque).

FIG. 7 shows the behavior of the engine rotation speed Ne and the engine torque Te when predictively determining the timing at which the engine rotation speed Ne is determined to rise to the synchronous rotation speed Ne after switching based on the equation (2). Is shown. In FIG. 7, the time at t0 indicates the current time. In the upper part of FIG. 7, the solid line corresponds to the actual engine speed Ne, the alternate long and short dash line corresponds to the synchronous rotation speed Ne, and the broken line corresponds to the predicted engine speed Nep after the time t0. Further, in the lower part of FIG. 7, the solid line corresponds to the target engine torque Tetgt, the broken line corresponds to the engine torque Te which is the actual torque, and the alternate long and short dash line corresponds to the engine torque Te predicted based on the equation (1). It corresponds to (t). As shown in the lower part of FIG. 7, since there is a dead time tm which is a response delay time, the engine torque Te (t) decreases after the dead time tm elapses. That is, the engine torque Te (t) is modeled as "wasted time tm + first-order lag system".

In FIG. 7, the engine torque Te (t) after the time t0 is predictively calculated based on the equation (1). Further, the engine rotation speed Nep after the time of t0 is predictively calculated by the following equation (3). The Ne in the equation (3) corresponds to the predicted engine speed Ne at the tun time point. Further, Ne0 corresponds to the engine rotation speed Ne at the time of t0, tm corresponds to the dead time, and Te0 corresponds to the engine torque Te which is the actual torque at the time of t0. Equation (3) is obtained by adding the engine rotation speed Ne at the time of tn to the engine rotation speed Ne0 at the time of t0 by dividing the area of the shaded area in FIG. 7 by the inertia I. Is shown.

The synchronization time calculation unit 126 calculates the rotation speed difference ndiff at the current time t0 corresponding to the left side of the equation (2) at any time, and calculates the right side of the equation (2) at any time, and the relationship of the equation (2) is established. The time point is determined to be the timing at which the engine rotation speed Ne rises to the synchronous rotation speed Ne after switching due to the engine torque Te. When the switching control unit 124 determines that the engine torque Te determines the timing at which the engine rotation speed Ne rises to the synchronous rotation speed Ne after switching, the switching control unit 124 ends the increase in the engine torque Te. Specifically, the switching control unit 124 sets the target engine torque Tetgt to a predetermined value L, and executes feedforward control for controlling the throttle valve opening degree θth so that the engine torque Te becomes a predetermined value L. Here, the predetermined value L is set to a value larger than zero so that feedback control based on the deviation between the target engine rotation speed Netgt and the engine rotation speed Ne, which will be described later, can be executed. Although the predetermined value L is larger than zero, it is set to a value close to zero so that almost no shock occurs when the torque is transmitted to the drive wheel 14 side via the mode switching clutch SOWC.

The switching control unit 124 controls the ignition timing of the engine 12 based on the deviation between the target engine rotation speed Netgt and the engine rotation speed Ne in parallel with the feedforward control by controlling the throttle valve opening degree θth. Perform feedback control. By executing this feedback control, the engine torque Te of the engine 12 is appropriately corrected. Further, as described above, the target engine torque Tetgt is set to a predetermined value L larger than zero, that is, the throttle valve opening degree θt is opened by the amount corresponding to the predetermined value L, so that the engine is controlled by feedback. The torque Te correction amount can be controlled on both the torque-up side and the torque-down side of the engine 12.

The switching control unit 124 determines that the absolute value | Nsoin-Nsoout | of the rotation speed difference between the input rotation speed Nsoin and the output rotation speed Nsoout of the mode switching clutch SOWC is equal to or less than a preset predetermined value α, in other words. For example, when it is determined that the engine rotation speed Ne has reached the synchronous rotation speed Ne, the fuel cut of the engine 12 is executed and the mode switching clutch SOWC is switched to the lock mode. At this time, since the engine torque Te is zero or substantially zero, when the mode switching clutch SOWC is switched to the lock mode, the engine torque Te is transmitted to the drive wheel 14 side via the mode switching clutch SOWC, resulting in a shock. Is suppressed. The predetermined value α is set to a small value such that it can be determined that the engine rotation speed Ne is synchronized with the synchronous rotation speed Ne.

FIG. 8 is a flowchart for explaining a main part of the control operation of the electronic control device 100, and the power transmission path PT is changed to the second power transmission path PT by switching the operation position POSsh to the M1 position while traveling in the belt traveling mode. It is a flowchart explaining the control operation at the time of switching from a power transmission path PT2 to a first power transmission path PT1. This flowchart is executed when the operation position POSsh is switched to the M1 position while traveling in the belt traveling mode and a command for switching the power transmission path PT from the second power transmission path PT2 to the first power transmission path PT1 is output. To.

When a command to switch the power transmission path PT from the second power transmission path PT2 to the first power transmission path PT1 is output, the first clutch C1 is engaged and the second clutch C2 is released. In step ST1 (hereinafter, the step is omitted) corresponding to the control function of the switching control unit 124, it is determined whether the engagement of the first clutch C1 is completed and the release of the second clutch C2 is completed. If ST1 is denied, the same determination is repeated until ST1 is affirmed. When ST1 is affirmed, feedforward control for controlling the throttle valve opening degree θth to increase the engine torque Te of the engine 12 is executed in ST2 corresponding to the control function of the switching control unit 124 (engine torque increase). ..

Next, in ST3 corresponding to the control function of the synchronization timing calculation unit 126, it is predictively determined whether the engine rotation speed Ne reaches the synchronous rotation speed Ne after switching by the engine torque Te which is the actual torque. If ST3 is denied, the engine torque Te is continuously increased by returning to ST2. When ST3 is affirmed, in ST4 corresponding to the control function of the switching control unit 124, the increase of the engine torque Te is terminated, and the throttle valve opening θth is controlled so that the engine torque Te becomes a predetermined value L. Feedforward control is executed by. Further, in parallel with ST4, in ST5 corresponding to the control function of the switching control unit 124, feedback control for controlling the ignition timing of the engine 12 is executed based on the deviation between the target engine rotation speed Netgt and the engine rotation speed Ne. Will be done.

In ST6 corresponding to the control function of the switching control unit 124, it is determined whether or not the rotation speed difference | Nsoin-Nsoout | between the input rotation speed Nsoin and the output rotation speed Nsoout of the mode switching clutch SOWC is equal to or less than a predetermined value α. If ST6 is denied, the system returns to ST4, and feedforward control by controlling the throttle valve opening degree θth and feedback control by controlling the ignition timing of the engine 12 are continuously executed. When ST6 is affirmed, the fuel cut of the engine 12 and the switching of the mode switching clutch SOWC to the lock mode are executed in ST7 corresponding to the control function of the switching control unit 124.

FIG. 9 is a time chart showing a control state when the operation position POSsh is switched to the M1 position while traveling in the belt traveling mode.

While traveling in the belt traveling mode, when the operation position POSsh is switched to the M1 position at t1, a command (switching command) for switching the power transmission path PT from the second power transmission path PT2 to the first power transmission path PT1 is output. To. At the time of t1, as the switching command is output, the release of the second clutch C2 and the engagement of the first clutch C1 are started. Specifically, the indicated pressure Pc2 * of the C2 clutch pressure Pc2 of the second clutch C2 is set to zero, and the indicated pressure Pc1 * of the C1 clutch pressure Pc1 of the first clutch C1 is completely engaged with the first clutch C1. Is set to the value to be. The C2 clutch pressure Pc2 of the second clutch C2 and the C1 clutch pressure Pc1 of the first clutch C1 are controlled to be the indicated pressures Pc2 * and Pc1 *, respectively.

When the release of the second clutch C2 and the engagement of the first clutch C1 are completed at the time of t2 when a predetermined time has elapsed from the time of t1, the target engine torque Tetgt of the engine 12 is set to a preset predetermined value K. After the time t2, the throttle valve opening degree θth is controlled (feedforward control), so that the engine torque Te, which is the actual torque, increases toward the set predetermined value K. In the latter half of the time t2, the engine torque Te has reached the predetermined value K. Further, as the engine torque Te increases, the engine rotation speed Ne increases toward the synchronous rotation speed Ne after switching.

When the increase of the engine torque Te is started at the time of t2, it is determined at any time whether the engine rotation speed Ne increases to the synchronous rotation speed Ne after switching by the engine torque Te which is the actual torque. Then, when it is determined by the engine torque Te at the time of t3 that the engine rotation speed Ne increases to the synchronous rotation speed Ne after switching, the increase in the engine torque Te is terminated. The time point t3 corresponds to the timing in which it is determined in the present invention that the rotational speed of the engine increases to the synchronous rotational speed due to the actual torque of the engine.

At the time of t3, the target engine torque Tetgt of the engine 12 is set to a preset predetermined value L. After t3, feedforward control is executed in which the throttle valve opening degree θth is controlled so that the engine torque Te becomes a predetermined value L. Further, feedback control in which the ignition timing of the engine 12 is controlled based on the deviation between the target engine rotation speed Netgt and the engine rotation speed Ne is executed in parallel.

At the time of t4, the absolute value | Nsoin-Nsoout | of the rotation speed difference between the input rotation speed Nsoin and the output rotation speed Nsoout of the mode switching clutch SOWC became a predetermined value α or less, and the engine rotation speed Ne was synchronized with the synchronous rotation speed Ne. When it is determined that, the fuel cut (FC on) of the engine 12 is executed, and the mode switching clutch SOWC is locked by controlling the mode switching pressure Psowc of the mode switching clutch SOWC to the hydraulic pressure that can switch to the rooke mode. You can switch to the mode. By being controlled as described above, the switching of the power transmission path PT is promptly completed by increasing the engine torque Te. Further, when the engine rotation speed Ne reaches the synchronous rotation speed Ne, since the increase of the engine torque Te has been completed, the engine torque Te is transmitted to the drive wheel 14 side via the mode switching clutch SOWC. The generated shock is suppressed.

As described above, according to the present embodiment, when the power transmission path PT is switched from the second power transmission path PT2 to the first power transmission path PT1 during traveling, the engine torque Te is increased to rotate the engine. The speed Ne can be quickly reached to the synchronous rotation speed Ne after switching, and the power transmission path PT can be quickly switched to the first power transmission path PT1. Further, since the increase of the engine torque Te ends at the timing when it is determined that the engine rotation speed Ne increases to the synchronous rotation speed Ne by the engine torque Te which is the actual torque, immediately before the engine rotation speed Ne reaches the synchronous rotation speed Ne. Then, the increase of the engine torque Te ends. Therefore, it is possible to suppress a shock generated when the engine rotation speed Ne reaches the synchronous rotation speed Ne due to the engine torque Te being transmitted to the drive wheel 14 side via the mode switching clutch SOWC.

Although the examples of the present invention have been described in detail with reference to the drawings, the present invention also applies to other aspects.

For example, in the above-described embodiment, the on-off solenoid valve 91 is used as the control valve for controlling the C1 clutch pressure Pc1 of the first clutch C1, but instead of the on-off solenoid valve 91, a linear solenoid valve is used. It may be the one used.

Further, in the above-described embodiment, the structure of the mode switching clutch SOWC is not necessarily limited to this embodiment. Further, the present invention can be appropriately applied as long as it is a mode switching clutch capable of switching to at least one-way mode.

It should be noted that the above is only one embodiment, and the present invention can be implemented in a mode in which various changes and improvements are made based on the knowledge of those skilled in the art.

12: Engine 14: Drive wheel 16: Vehicle power transmission device 24: Continuously variable transmission 100: Electronic control device (control device)
124: Switching control unit 126: Synchronization timing calculation unit C1: First clutch C2: Second clutch SOWC: Mode switching clutch PT1: First power transmission path PT2: Second power transmission path

Claims (1)

A first power transmission path and a second power transmission path are provided in parallel between the engine and the drive wheels, and the first power transmission path is provided with a first clutch and a mode switching clutch. A control device for a vehicle power transmission device in which a stepless transmission and a second clutch are provided in the power transmission path, and the first clutch is arranged on the engine side of the mode switching clutch.
The mode switching clutch is configured to be at least switchable to a one-way mode in which power is transmitted in the driven state of the vehicle while power is cut off in the driven state of the vehicle.
A switching control unit for switching the power transmission path between the first power transmission path and the second power transmission path is provided.
When switching from the second power transmission path to the first power transmission path, the switching control unit of the engine starts from a state in which the first clutch is engaged and the second clutch is released. By increasing the torque, the rotation speed of the engine is synchronized with the synchronous rotation speed after switching, and the engine is determined to increase to the synchronous rotation speed by the actual torque of the engine. It ends the increase in torque of
A control device for a vehicle power transmission device, further comprising a synchronous timing calculation unit that calculates a timing at which the rotational speed of the engine is determined to increase to the synchronous rotational speed after switching according to the actual torque of the engine. ..

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