JP4434129B2 - Transmission control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enhance control responsiveness when vehicle behavior control is executed in a vehicle mounted with a transmission having the first shifting part and the second shifting part. <P>SOLUTION: This controller for the transmission mounted on the vehicle having a vehicle behavior controller for controlling a wheel speed, and for setting total gear ratio by respective gear ratios of the first shifting part and the second shifting part, is provided with a gear ratio control means (steps S3, S4) for changing at least one of the gear ratios of the respective shifting parts along a direction of restraining a change of a rotation speed of a power source, when the wheel speed is limited by the vehicle behavior controller. The responsiveness of the vehicle behavior controller is enhanced because no inertia torque resulting from the change of the rotation speed of the power source acts therein. <P>COPYRIGHT: (C)2007,JPO&amp;INPIT

Description

  The present invention relates to a transmission control device including a plurality of transmission units that can independently set a gear ratio, and is particularly mounted on a vehicle including a vehicle behavior control device that performs behavior stabilization control for controlling wheel speed. The present invention relates to a transmission control device.

An example of a drive device in which a plurality of transmission units are arranged in series is described in Patent Document 1. The device described in Patent Document 1 is used as a drive device for a hybrid vehicle. An internal combustion engine is connected to a carrier of a planetary gear mechanism, and a first electric motor is connected to a sun gear of the planetary gear mechanism. A generator is connected. Further, a ring gear is connected to a member on the input side of the transmission. The transmission is a stepped transmission such as an automatic transmission, and an output side member of the transmission is connected to a propeller shaft, and a second motor generator is connected to the propeller shaft. Therefore, in this hybrid vehicle drive device, the planetary gear mechanism constitutes a distribution mechanism that distributes engine power to the first motor generator and the transmission, and the rotational speed of the first motor generator is determined. By changing, the rotation speed of the ring gear, that is, the input rotation speed of the transmission connected to the ring gear continuously changes, so that the planetary gear mechanism and the first motor generator function as a continuously variable transmission. . As a result, the overall transmission ratio of the hybrid vehicle drive device is determined by the transmission ratio of the planetary gear mechanism that functions as a continuously variable transmission and the transmission ratio of the transmission disposed on the output side thereof. The
JP 2003-127681 A

  By the way, if the driving torque acting between the driving wheel and the road surface changes suddenly, so-called gripping force of the driving wheel is reduced, and recently, control that stabilizes the behavior of the vehicle even in such a situation has occurred. It is getting executed. Examples thereof include an anti-lock brake system (ABS) and a vehicle stabilization controller (VSC: trademark). The former ABS is a system that performs braking while maintaining wheel rotation by reducing wheel braking force so as to avoid wheel lock when wheel braking is applied. The latter VSC is a device configured to brake a wheel with a small grip force and reduce the engine output as necessary in order to prevent slip when the drive torque is increased.

  When these vehicle behavior control is performed in the hybrid vehicle having the drive device described in Patent Document 1 described above, the output rotational speed from the speed change mechanism changes, and accordingly, the rotational speed of the engine as a power source. Changes. For this reason, inertia torque is generated, and in particular, since the rotational moment of the engine is relatively large, the inertia torque accompanying the change in the engine speed is large, which affects the vehicle behavior control described above. For example, the release or reduction of the braking force by ABS temporarily becomes excessive, or conversely, excessive or insufficient braking of the driving wheels by VSC may occur, and as a result, the responsiveness of vehicle behavior control may decrease.

  The present invention has been made paying attention to the above technical problem, and is a transmission control device including a first transmission unit and a second transmission unit, and improves the responsiveness of the vehicle behavior control device. It is an object of the present invention to provide a control device that can handle the above.

In order to achieve the above object, an invention according to claim 1 is mounted on a vehicle having a vehicle behavior control device that controls wheel speed, and includes a continuously variable transmission unit and a stepped transmission unit that sets a plurality of forward gears. In a transmission control apparatus that sets a total transmission ratio according to each transmission ratio, at least each of the transmission units in a direction that suppresses a change in the rotational speed of the power source when the vehicle speed control is performed by the vehicle behavior control apparatus. e Bei the speed ratio control means for changing either one of the gear ratio, the continuously variable transmission unit, the rotational speed of the electric motor connected to the differential mechanism provided with a differential mechanism in which the power source is connected And an electric continuously variable transmission mechanism capable of continuously changing a gear ratio so as to continuously change the rotational speed of the power source by changing the speed ratio, and the gear ratio control means includes the vehicle behavior control. The control device comprising a call including means for changing the speed ratio of the electrical continuously variable transmission mechanism so as to suppress the rotation speed of the change of the power source in the case where control of the wheel speed due to location has been performed is there.

According to a second aspect of the invention, in the invention of claim 1, wherein the gear ratio control means, said electrically so as to maintain the rotational speed of the power source when the control of the wheel speed by the vehicle behavior control device is executed a control device for a transmission, which comprises a means to change the gear ratio of the continuously variable transmission mechanism.

The invention according to claim 3, in the invention of claim 1 or 2, before Symbol gear ratio control means, a speed ratio variation amount of the continuously variable speed change unit and a gear ratio and the vehicle speed change amount of the geared transmission unit A transmission control apparatus including means for changing.

According to the first aspect of the present invention, when the vehicle behavior control device operates, the wheel speed is changed by the control of the vehicle control device, and the output rotational speed of the transmission changes accordingly. The gear ratio of the electric continuously variable transmission mechanism constituting the continuously variable transmission unit is electrically connected to the electric motor in accordance with the change in the output rotational speed so that the rotational speed of the power source provided on the side does not change. It is made to change continuously by controlling to. As a result, since a large inertia torque is not applied to the wheels controlled by the vehicle behavior control device, the control response by the vehicle behavior control device can be improved.

According to the invention of claim 2, since the speed change ratio of the electrical continuously variable transmission mechanism is controlled so as over the front and rear of the vehicle behavior control device operates to maintain the rotational speed of the power source, the vehicle behavior control device The control response can be further improved.

According to the invention of claim 3, by being able to change the amount of change in the speed ratio of the continuously variable transmission unit from the gear ratio and the vehicle speed change amount of the geared transmission unit, control of the vehicle behavior control device to more surely prevent or suppress Responsiveness can be improved.

  Next, the present invention will be described based on a specific example shown in the drawings. First, a vehicle on which the transmission 10 targeted by the present invention is mounted will be described. In FIG. 4, an internal combustion engine (engine) 8 as a power source is connected to the input side of the transmission 10. Is output from the output shaft 22 and the torque is transmitted to the left and right drive wheels Wd through the differential Df. Each drive wheel Wd is provided with a wheel brake Bw that generates a braking force when a brake pedal (not shown) is depressed. The wheel brake Bw is composed of a conventionally known disc brake or drum brake, and the braking force can be controlled by the vehicle behavior control device 50 other than the operation by the brake pedal.

  The vehicle behavior control device 50 is the above-described antilock brake system (ABS), vehicle stabilization control device (VSC: trademark), or the like, and compares, for example, the vehicle body speed and the wheel speed. Based on this, the braking force of a predetermined wheel is reduced, or the braking is performed on the contrary, and the throttle opening of the engine 8 is controlled together with the control of the braking force to stabilize the behavior of the vehicle. It is the apparatus comprised in. Therefore, when this vehicle behavior control apparatus 50 operates, the braking force by the wheel brake Bw changes, and the wheel speed changes accordingly.

  The vehicle described above may be a hybrid vehicle, and an example of the transmission 10 constituting a part of the drive device is shown in a skeleton diagram in FIG. In FIG. 5, a transmission 10 includes an input shaft 14 as an input rotating member disposed on a common axis in a transmission case 12 (hereinafter referred to as case 12) as a non-rotating member attached to a vehicle body, A continuously variable transmission 11 directly connected to the input shaft 14 or indirectly via a pulsation absorbing damper (vibration damping device) (not shown), and a power transmission path between the continuously variable transmission 11 and the drive wheel 38 And a stepped transmission 20 functioning as a stepped transmission connected in series via a transmission member (transmission shaft) 18, and an output as an output rotating member connected to the stepped transmission 20. A shaft 22 is provided in series. The transmission 10 is preferably used in, for example, an FR (front engine / rear drive) type vehicle installed vertically in a vehicle, and directly to the input shaft 14 or directly via a pulsation absorbing damper (not shown). As a driving power source for traveling, for example, an engine 8 which is an internal combustion engine such as a gasoline engine or a diesel engine and a pair of driving wheels (not shown) are provided. Since the transmission 10 is configured symmetrically with respect to its axis, the lower side is omitted in the skeleton diagram of FIG. The same applies to the following embodiments.

  The continuously variable transmission unit 11 is a mechanical mechanism that mechanically distributes the output of the engine 8 input to the first electric motor M1 and the input shaft 14, and outputs the output of the engine 8 to the first electric motor M1 and the transmission member 18. A power distribution mechanism 16 as a differential mechanism for distribution and a second electric motor M2 provided to rotate integrally with the transmission member 18 are provided. The second electric motor M2 may be provided in any part constituting the power transmission path from the transmission member 18 to the drive wheel. The first motor M1 and the second motor M2 of this embodiment are so-called motor generators that also have a power generation function. However, the first motor M1 has at least a generator (power generation) function for generating a reaction force, and the second motor M2 has at least a motor (electric motor) function for outputting driving force as a driving force source for traveling.

  The power distribution mechanism 16 mainly includes a single pinion type first planetary gear device 24 having a predetermined gear ratio ρ1 of about “0.418”, for example. The first planetary gear unit 24 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear via the first planetary gear P1. A first ring gear R1 meshing with S1 is provided as a rotating element (element). When the number of teeth of the first sun gear S1 is ZS1 and the number of teeth of the first ring gear R1 is ZR1, the gear ratio ρ1 is ZS1 / ZR1.

  In the power distribution mechanism 16, the first carrier CA1 is connected to the input shaft 14, that is, the engine 8, the first sun gear S1 is connected to the first electric motor M1, and the first ring gear R1 is connected to the transmission member 18. In the power distribution mechanism 16, the first sun gear S1, the first carrier CA1, and the first ring gear R1, which are the three elements of the first planetary gear device 24, can be rotated relative to each other, and the differential action can be activated. Since the differential action is performed, the output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18, and a part of the distributed output of the engine 8 from the first electric motor M1. Since the generated electric energy is stored or the second electric motor M2 is rotationally driven, the continuously variable transmission unit 11 (power distribution mechanism 16) is caused to function as an electrical differential device, for example, the continuously variable transmission unit 11 Is a so-called continuously variable transmission state (electric CVT state), and the rotation of the transmission member 18 is continuously changed regardless of the predetermined rotation of the engine 8. That is, when the power distribution mechanism 16 is in the differential state, the continuously variable transmission unit 11 is also in the differential state, and the continuously variable transmission unit 11 has its speed ratio Y0 (rotational speed of the input shaft 14 / rotational speed of the transmission member 18). ) Is a continuously variable transmission state that functions as an electrical continuously variable transmission that is continuously changed from the minimum value Y0min to the maximum value Y0max.

  The stepped transmission unit 20 includes a single pinion type second planetary gear device 26, a single pinion type third planetary gear device 28, and a single pinion type fourth planetary gear device 30. The second planetary gear unit 26 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 that meshes with the second gear R2 and has a predetermined gear ratio ρ2 of about “0.562”, for example. The third planetary gear device 28 includes a third sun gear S3 via a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third planetary gear P3. A third ring gear R3 that meshes with the gear, and has a predetermined gear ratio ρ3 of, for example, about “0.425”. The fourth planetary gear unit 30 includes a fourth sun gear S4, a fourth planetary gear P4, a fourth carrier gear CA4 that supports the fourth planetary gear P4 so as to rotate and revolve, and a fourth sun gear S4 via the fourth planetary gear P4. And has a predetermined gear ratio ρ4 of about “0.421”, for example. The number of teeth of the second sun gear S2 is ZS2, the number of teeth of the second ring gear R2 is ZR2, the number of teeth of the third sun gear S3 is ZS3, the number of teeth of the third ring gear R3 is ZR3, the number of teeth of the fourth sun gear S4 is ZS4, When the number of teeth of the fourth ring gear R4 is ZR4, the gear ratio ρ2 is ZS2 / ZR2, the gear ratio ρ3 is ZS3 / ZR3, and the gear ratio ρ4 is ZS4 / ZR4.

  In the stepped transmission unit 20, the second sun gear S2 and the third sun gear S3 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2 and the case via the first brake B1. The second carrier CA2 is selectively connected to the case 12 via the second brake B2, the fourth ring gear R4 is selectively connected to the case 12 via the third brake B3, The second ring gear R2, the third carrier CA3, and the fourth carrier CA4 are integrally connected to the output shaft 22, and the third ring gear R3 and the fourth sun gear S4 are integrally connected to the first clutch C1. Is selectively connected to the transmission member 18.

  The first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the third brake B3 are hydraulic friction engagement devices often used in conventional automatic transmissions for vehicles, A wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator, a band brake in which one end of one or two bands wound around the outer peripheral surface of a rotating drum is tightened by a hydraulic actuator, etc. This is for selectively connecting the members on both sides in which it is inserted.

  In the transmission 10 configured as described above, for example, as shown in the engagement operation table of FIG. 6, the first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the second clutch By selectively engaging the three brakes B3, either the first gear (first gear: 1st) to the fifth gear (fifth gear: 5th) or the reverse gear ( The reverse gear ratio (R) or neutral (N) is selectively established, and a gear ratio Y (= input shaft rotational speed NIN / output shaft rotational speed N0UT) that changes substantially in an equal ratio is obtained for each gear stage. It is supposed to be. In particular, in this embodiment, the continuously variable transmission unit 11 and the stepped transmission unit 20 constitute a continuously variable transmission state that operates as an electrical continuously variable transmission.

  For example, when the transmission 10 functions as a stepped transmission with the transmission ratio of the continuously variable transmission 11 fixed to a constant value, the engagement of the first clutch C1 and the third brake B3 as shown in FIG. Accordingly, the first speed gear stage in which the speed ratio Y1 is the maximum value, for example, about “3.357” is established, and the speed ratio Y2 is set to the first speed gear by the engagement of the first clutch C1 and the second brake B2. A second gear that is smaller than the gear, for example, about “2.180”, is established, and the gear ratio Y3 is smaller than the second gear by engaging the first clutch C1 and the first brake B1. A third speed gear stage having a value of, for example, “1.424” is established, and the gear ratio Y4 is smaller than the third speed gear stage by engagement of the first clutch C1 and the second clutch C2, for example “1”. .000 "4th speed gear Is established, and the engagement of the first clutch C1 and the second clutch C2 establishes the fifth speed gear stage in which the speed ratio Y5 is smaller than the fourth speed gear stage, for example, about “0.705”. . Further, by the engagement of the second clutch C2 and the third brake B3, a reverse gear stage in which the gear ratio YR is a value between the first speed gear stage and the second speed gear stage, for example, about “3.209” is established. Be made. When the neutral “N” state is set, all the engagement mechanisms are released.

  On the other hand, when the transmission 10 functions as a continuously variable transmission, the continuously variable transmission unit 11 functions as a continuously variable transmission, and the stepped transmission unit 20 in series functions as a continuously variable transmission. The rotational speed input to the stepped transmission 20 for each of the first, second, third, and fourth gears of the stepped transmission 20, that is, the rotational speed of the transmission member 18 is stepless. As a result, each gear stage has a continuously variable transmission ratio width. Therefore, the gear ratio between the gear stages is continuously variable and can be continuously changed, and the speed ratio YT formed by the continuously variable transmission unit 11 and the stepped transmission unit 20, that is, the continuously variable transmission unit 11 An overall transmission ratio YT (hereinafter referred to as a total transmission ratio) YT, which is a transmission ratio YT of the transmission 10 as a whole formed based on the transmission ratio Y0 and the transmission ratio Y of the stepped transmission unit 20, is obtained steplessly. become.

  FIG. 7 shows a transmission 10 including a continuously variable transmission unit 11 that functions as a differential unit or a first transmission unit, and a stepped transmission unit 20 that functions as a transmission unit (automatic transmission unit) or a second transmission unit. FIG. 5 is a collinear diagram that can represent on a straight line the relative relationship between the rotational speeds of the rotating elements that are connected in different gear stages. The collinear diagram of FIG. 7 is a two-dimensional coordinate composed of a horizontal axis indicating the relationship of the gear ratio ρ of each planetary gear unit 24, 26, 28, 30 and a vertical axis indicating the relative rotational speed. Of the horizontal lines, the lower horizontal line X1 indicates the rotational speed zero, the upper horizontal line X2 indicates the rotational speed "1.0", that is, the rotational speed Ne of the engine 8 connected to the input shaft 14, and the horizontal line XG indicates The rotational speed of the transmission member 18 is shown.

  Further, three vertical lines Y1, Y2, Y3 corresponding to the three elements of the power distribution mechanism 16 constituting the continuously variable transmission unit 11 are in order from the left side to the second rotation element (second element) RE2. 1 shows a relative rotational speed of the first ring gear R1 corresponding to the sun gear S1, the first carrier CA1 corresponding to the first rotating element (first element) RE1, and the third rotating element (third element) RE3. Is determined in accordance with the gear ratio ρ1 of the first planetary gear unit 24. Further, the five vertical lines Y4, Y5, Y6, Y7, Y8 of the stepped transmission unit 20 correspond to the fourth rotating element (fourth element) RE4 in order from the left and are connected to each other. S2 and the third sun gear S3, the second carrier CA2 corresponding to the fifth rotation element (fifth element) RE5, the fourth ring gear R4 corresponding to the sixth rotation element (sixth element) RE6, the seventh rotation element (Seventh element) The second ring gear R2, the third carrier CA3, and the fourth carrier CA4 corresponding to RE7 and connected to each other correspond to the eighth rotating element (eighth element) RE8 and connected to each other. The third ring gear R3 and the fourth sun gear S4 are respectively represented, and the distance between them is determined according to the gear ratios ρ2, ρ3, and ρ4 of the second, third, and fourth planetary gear devices 26, 28, and 30, respectively. In the relationship between the vertical axes of the nomogram, when the distance between the sun gear and the carrier is set to an interval corresponding to “1”, the interval between the carrier and the ring gear is set to an interval corresponding to the gear ratio ρ of the planetary gear device. That is, in the continuously variable transmission 11, the interval between the vertical lines Y1 and Y2 is set to an interval corresponding to “1”, and the interval between the vertical lines Y2 and Y3 is set to an interval corresponding to the gear ratio ρ1. . Further, in the stepped transmission 20, an interval corresponding to “1” is set between the sun gear and the carrier for each of the second, third, and fourth planetary gear devices 26, 28, and 30. Is set to an interval corresponding to ρ.

  If expressed using the collinear diagram of FIG. 7, the transmission 10 of the present embodiment includes the first rotating element RE1 (the first rotation element RE1) of the first planetary gear device 24 in the power distribution mechanism 16 (the continuously variable transmission unit 11). 1 carrier CA1) is connected to the input shaft 14, that is, the engine 8, the second rotating element RE2 is connected to the first electric motor M1, and the third rotating element (first ring gear R1) RE3 is connected to the transmission member 18 and the second electric motor M2. It is connected and configured to transmit (input) the rotation of the input shaft 14 to the stepped transmission 20 via the transmission member 18. At this time, the relationship between the rotational speed of the first sun gear S1 and the rotational speed of the first ring gear R1 is indicated by an oblique straight line L0 passing through the intersection of Y2 and X2.

  When the rotation of the first sun gear S1 indicated by the intersection of the straight line L0 and the vertical line Y1 is raised or lowered by controlling the reaction force generated by the power generation of the first electric motor M1, the straight line L0 and the vertical line Y3 The rotational speed of the first ring gear R1 indicated by the intersection is lowered or raised.

  In the stepped transmission unit 20, the fourth rotating element RE4 is selectively connected to the transmission member 18 via the second clutch C2, and is selectively connected to the case 12 via the first brake B1, The rotating element RE5 is selectively connected to the case 12 via the second brake B2, the sixth rotating element RE6 is selectively connected to the case 12 via the third brake B3, and the seventh rotating element RE7 is connected to the output shaft. 22 and the eighth rotating element RE8 is selectively connected to the transmission member 18 via the first clutch C1.

  In the stepped transmission 20, as shown in FIG. 7, when the first clutch C1 and the third brake B3 are engaged, the vertical line Y8 indicating the rotational speed of the eighth rotating element RE8 and the horizontal line X2 An oblique straight line L1 passing through the intersection and the intersection of the vertical line Y6 indicating the rotational speed of the sixth rotational element RE6 and the horizontal line X1, and a vertical line Y7 indicating the rotational speed of the seventh rotational element RE7 connected to the output shaft 22. The rotational speed of the output shaft 22 of the first speed is shown at the intersection with. Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the second brake B2 and a vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 22. The rotational speed of the output shaft 22 at the second speed is shown, and an oblique straight line L3 determined by engaging the first clutch C1 and the first brake B1 and the seventh rotational element RE7 connected to the output shaft 22 The rotation speed of the output shaft 22 of the third speed is indicated by the intersection with the vertical line Y7 indicating the rotation speed, and the horizontal straight line L4 and the output shaft determined by engaging the first clutch C1 and the second clutch C2. The rotation speed of the output shaft 22 of the fourth speed is indicated by the intersection with the vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the motor 22. In the first to fourth speeds, by controlling the rotational speed of the first electric motor M1, the eighth rotational element RE8 is supplied from the continuously variable transmission unit 11, that is, the power distribution mechanism 16 at the same rotational speed as the engine rotational speed NE. Power is input. On the other hand, when the rotation of the first electric motor M1 is stopped and the first sun gear S1 is fixed, the power from the continuously variable transmission 11 is input at a rotational speed higher than the engine rotational speed NE. At the intersection of the horizontal straight line L5 determined by engaging the first clutch C1 and the second clutch C2 and the vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 22, the fifth speed The rotational speed of the output shaft 22 is shown.

  A first controller 31 for controlling the first electric motor M1 and a second controller 32 for controlling the second electric motor M2 are provided. These controllers 31 and 32 are mainly composed of inverters, for example, and control the motors M1 and M2 corresponding to the motors M1 and M2 to function as electric motors or function as generators, respectively. And is configured to control torque. The electric motors M1 and M2 are connected to the power storage device 33 via the controllers 31 and 32, respectively. The power storage device 33 is a device that supplies power to each of the motors M1 and M2 and stores the power by charging when each of the motors M1 and M2 functions as a generator, such as a secondary battery or a capacitor. It is composed of

  On the other hand, a hydraulic control device 34 is provided for controlling the engagement pressure and release pressure of each clutch and brake. The hydraulic control device 34 adjusts the hydraulic pressure generated by an oil pump (not shown) to a line pressure, and controls the engagement pressure of each friction engagement device using the line pressure as a source pressure or friction engagement. The release pressure at the time of releasing the device is configured to be controlled. Specifically, a hydraulic control device used in a conventional automatic transmission can be employed.

  An electronic control unit (ECU) 40 is provided for controlling the whole of the transmission 10 by controlling the controllers 31 and 32 and the hydraulic control device 34 with electric signals. FIG. 8 illustrates a signal input to the electronic control device 40 and a signal output from the electronic control device 40. The electronic control unit 40 includes a so-called microcomputer including a CPU, R0M, RAM, and an input / output interface, and performs signal processing according to a program stored in advance in the R0M while using a temporary storage function of the RAM. By performing the above, drive control such as hybrid drive control for the engine 8, the first and second electric motors M1, M2, and the shift control for the stepped transmission 20 is executed.

  The electronic control unit 40 includes a signal indicating the engine water temperature, a signal indicating the shift position, a signal indicating the engine rotation speed Ne, which is the rotation speed of the engine 8, and a gear ratio sequence from each sensor and switch as shown in FIG. A signal indicating a set value, a signal including an M (motor running) mode, an air conditioner signal indicating the operation of an air conditioner, a signal indicating a vehicle speed corresponding to the rotational speed N0UT of the output shaft 22, and a hydraulic oil temperature of the stepped transmission 20 An oil temperature signal indicating (AT oil temperature), a signal indicating a side brake operation, a signal indicating a foot brake operation, a catalyst temperature signal indicating a catalyst temperature, and an accelerator indicating an operation amount of an accelerator pedal corresponding to a driver's output request amount Opening signal, cam angle signal, snow mode setting signal indicating snow mode setting, acceleration signal indicating vehicle longitudinal acceleration, auto crew indicating auto cruise driving Signal, a vehicle weight signal indicating the weight of the vehicle, a vehicle speed signal indicating the wheel speed of each vehicle, a signal indicating the rotational speed of the first motor M1 (hereinafter referred to as the first motor rotational speed), and the second motor M2. A signal indicating the rotation speed (hereinafter referred to as the second motor rotation speed) is input.

  Further, the electronic control unit 40 adjusts the drive signal to the throttle actuator that controls the opening of the electronic throttle valve, the fuel supply amount signal for controlling the fuel supply amount to the engine 8 by the fuel injection device, and the supercharging pressure. A boost pressure adjustment signal for operating the motor, an electric air conditioner drive signal for operating the electric air conditioner, an ignition signal for instructing the ignition timing of the engine 8 by the ignition device, a command signal for instructing the operation of the electric motors M1 and M2, and a shift indicator Shift position (operation position) display signal for operation, gear ratio display signal for displaying gear ratio, snow mode display signal for displaying that it is in the snow mode, preventing slippage during vehicle braking ABS operation signal for operating the ABS actuator, M mode indicating that M mode is selected A display signal, a valve command signal for operating an electromagnetic valve included in the hydraulic control device 34 to control the hydraulic actuator of the hydraulic friction engagement device of the stepped transmission unit 20, and an electric motor that is a hydraulic source of the hydraulic control device 34 A drive command signal for operating the hydraulic pump, a signal for driving the electric heater, a signal to the cruise control control computer, and the like are output.

Figure 9 shows a shift diagram used in the shift control of the geared transmission unit 20, the horizontal axis of the vehicle, taking the required output to the vertical axis, gear stage regions of these vehicle speed and the required output as a parameter Is stipulated. A solid line in FIG. 9 indicates an upshift line, and serves as a boundary between shift speed regions when the upshift is performed. In addition, the broken line in FIG. 9 indicates a downshift line, which is a boundary of each shift speed region when downshifting.

  All of these shift speeds can be set when the drive range (drive position) is selected, but in the manual shift mode (manual mode), the shift speed on the high speed side is limited. FIG. 10 shows an arrangement of shift positions in the shift device 42 that outputs a shift position signal to the electronic control device 40. Parking (P) for maintaining the vehicle in a stopped state, reverse gear (R: reverse) The neutral (N) and drive (D) positions are arranged almost linearly. This arrangement direction is, for example, a direction along the front-rear direction of the vehicle. A manual position (M) is provided at a position adjacent to the drive position in the width direction of the vehicle, and an upshift position (+) and a downshift position (− ) And are provided. Each of these shift positions is connected by a guide groove 44 that guides the shift lever 43. Therefore, by moving the shift lever 43 along the guide groove 44, an appropriate shift position is selected, and the selected shift position is selected. A position signal is input to the electronic control unit 40.

  When the drive position is selected, all the forward speeds from the first speed to the fifth speed in the stepped transmission unit 20 are set according to the traveling state. On the other hand, when the shift lever 43 is moved from the drive position to the manual position, the drive position is maintained, and a shift to the fifth speed is possible. From this state, the shift lever 43 is shifted to the downshift position once. Each time the vehicle moves, a downshift signal (downrange signal) is output, the fourth range where the fifth speed is prohibited, the three ranges where the fourth and higher speeds are prohibited, the third range where the third and higher speeds are prohibited, It can be switched to the L range fixed at the 1st speed. Each time an upshift position is selected, an upshift signal (uprange signal) is output, and the range is sequentially switched to the high speed side.

  In the transmission 10, the vehicle speed is set to a predetermined value in order to drive the engine 8 at the optimum rotational speed with fuel efficiency while satisfying the requirements regarding the drive torque, and to reduce the conversion to electric power and perform driving with good power transmission efficiency. Within the range of the width, the gear stage corresponding to the vehicle speed is set by the stepped transmission unit 20, and the gear ratio of the continuously variable transmission unit 11 is continuously changed by the first electric motor M1 in this state. On the other hand, when the running state changes across the shift speed region shown in the shift diagram in FIG. 9, the stepped transmission 20 is shifted according to the shift diagram. Specifically, the frictional engagement device is engaged / released in accordance with each gear stage shown in FIG. In such a speed change by the stepped transmission unit 20, the speed ratio changes stepwise. Therefore, in order to prevent or suppress a change in the engine speed, the speed ratio of the continuously variable transmission unit 11 is set to a stepped transmission unit. The gear ratio is changed in the opposite direction to the change in the gear ratio at 20. For example, if the downshift is performed by the stepped transmission unit 20, the rotational speed of the eighth rotation element RE8 (third ring gear R3 and fourth sun gear S4) that is the input member shown in FIG. The rotation speed of the first electric motor M1 is increased so that the rotation speed of the first ring gear R1 connected to the eighth rotation element (eighth element) RE8 via the first clutch C1 similarly increases. . This is a control to increase the rotation speed of the first ring gear R1 so as to maintain the engine rotation speed as much as possible. Therefore, the engine rotation speed relatively decreases, and therefore the continuously variable transmission unit 11 is upshifted. It is done.

  The vehicle speed of the vehicle is detected on the basis of the rotation speed (number of rotations) of the wheel. Therefore, the above-described shift is executed even when only the wheel speed changes, other than when the actual vehicle speed changes. There is a case. For example, when the vehicle behavior control device 50 such as ABS or VSC described above operates and the wheel speed changes accordingly, this is detected as a change in the vehicle speed. As a result, a shift in the continuously variable transmission unit 11 occurs, or a shift in the opposite direction between the continuously variable transmission unit 11 and the stepped transmission unit 20 occurs. FIG. 1 shows an example of control by the device of the present invention when the vehicle behavior control device 50 is operated, and it is determined whether or not the vehicle behavior control device 50 such as ABS or VSC is operating. (Step S1). This can be determined based on the state of the output signal of the vehicle behavior control device 50, the wheel speed, the running state such as the vehicle speed and the throttle opening, the acceleration of the vehicle, and the like.

  If the determination in step S1 is negative, the process returns without performing any particular control. On the other hand, if the determination is affirmative, determination is made as to whether or not the wheel speed is being controlled, or the wheel speed. Whether or not is controlled is determined (step S2). The control executed by the vehicle behavior control device 50 includes control only for engine output and control including wheel speed control for changing the braking force of the wheel brake Bw by the ABS actuator described above. It is determined whether or not the control including the control of the wheel speed is executed or not.

  If the determination is positive in step S2 by controlling the wheel speed, the gear ratio of the continuously variable transmission unit 11 and the gear ratio of the stepped transmission unit 20 are calculated (step S3). This is a control step for suppressing as much as possible a change in the engine speed accompanying the operation of the vehicle behavior control device 50. For example, the engine speed at the time when the vehicle behavior control device 50 starts to operate is detected. In addition, this is a control step for obtaining a transmission gear ratio that suppresses a change in the engine speed with respect to a decrease width of the vehicle speed (or wheel speed) due to the operation of the vehicle behavior control device 50. Next, a speed change is executed so as to achieve the speed ratio thus obtained (step S4). Note that the speed change that achieves the speed change ratio depends on the running state of the vehicle or the speed range of the vehicle, the speed change only by the continuously variable transmission unit 11, the speed change by both the stepped transmission unit 20 and the continuously variable transmission unit 11. Either.

  Here, when the change amount of the transmission ratio of the continuously variable transmission unit 11 with respect to the change amount of the vehicle speed due to the operation of the vehicle behavior control device 50 is indicated, the transmission ratio (shift stage) of the stepped transmission unit 20 is indicated as a parameter. As shown in FIG. That is, as the change amount of the vehicle speed is larger and the gear ratio at the stepped transmission unit 20 is a lower gear speed side gear ratio (larger gear ratio), the continuously variable transmission unit 11 for maintaining the engine speed is maintained. The amount of change in the gear ratio increases. Therefore, when the gear ratio in the continuously variable transmission unit 11 is obtained in step S3, the gear ratio may be obtained from such a relationship.

  On the other hand, if the control by the vehicle behavior control device 50 does not include the wheel speed control and a negative determination is made in step S2, normal shift control is performed (step S5). That is, the gear ratio is calculated based on the vehicle running state such as the detected required output torque and the vehicle speed without calculating the gear ratio based on the reduction range of the vehicle speed when the vehicle behavior control device 50 is operated. The transmissions 11 and 20 are controlled so as to obtain the transmission ratio.

  FIG. 3 schematically shows a time chart when the VSC is operated as the vehicle behavior control device 50, and a drop in the vehicle speed associated therewith is detected and the above control is executed. FIG. 3 shows an example of a case where the VSC is operated and a decrease in vehicle speed is detected while the stepped transmission 20 is running at the second speed, and the VSC is activated at time t1 to decrease the vehicle speed. When starting, the gear ratio of the continuously variable transmission unit 11 is changed so as to prevent or suppress the change in the engine speed Ne accompanying the decrease in the vehicle speed. Specifically, the rotational speed of the first sun gear S1, that is, the rotational speed of the first ring gear R1, which is the output element, is reduced while maintaining the rotational speed of the first carrier CA1 connected to the engine 8 constant. The rotation speed of the first electric motor M1 is increased. This is a downshift of the continuously variable transmission unit 11 as described above, and its gear ratio increases at a predetermined gradient.

  If the vehicle speed further decreases due to the operation of the vehicle behavior control device 50, the traveling state of the vehicle enters the region of the first speed shown in the shift diagram of FIG. 9, and as a result, the determination of the shift to the first speed is performed. Is established, and the stepped transmission 20 is downshifted to the first speed (at time t2). When the shift of the stepped transmission unit 20 is started, the total transmission ratio changes greatly, and from this point, the change gradient of the transmission ratio of the continuously variable transmission unit 11 is relaxed. That is, the speed of the continuously variable transmission unit 11 is made relatively slower than before.

  When the operation of the VSC is completed (at time t3), the vehicle speed stops decreasing, and therefore the change in the rotation speed of the output shaft 22 is eliminated, so that the shift of the transmission units 11 and 20 is terminated. In such a shift process, the above-described control of FIG. 1 is executed in accordance with the decrease in the vehicle speed, so that the engine rotation speed Ne is substantially maintained at the rotation speed before the operation of the vehicle behavior control device 50. Therefore, there is no inertia torque accompanying the change in the rotational speed of the engine 8 during the operation of the vehicle behavior control device 50. As a result, the torque transmitted from the engine 8 side to the wheels is kept substantially constant. Control of wheel speed or driving torque by the vehicle behavior control device 50 is performed with high accuracy. In other words, since the control of the vehicle behavior control device 50 can be executed as expected, the control responsiveness is improved.

  The speed change mechanism to which the present invention can be applied is not limited to the structure shown in FIG. 5 described above, and may be a speed change mechanism including a stepped speed change portion capable of setting four forward speeds. Examples of this are shown in FIGS.

  In FIG. 11, the speed change mechanism 70 is a continuously variable transmission section 11 including a first electric motor M1, a power distribution mechanism 16, and a second electric motor M2, as in the above-described embodiment, and the continuously variable transmission section 11 and an output thereof. A stepped transmission unit 72 having three forward stages connected in series with the shaft 22 via the transmission member 18 is provided. The power distribution mechanism 16 includes a single pinion type first planetary gear device 24 having a predetermined gear ratio ρ1 of, for example, about “0.418”. The stepped transmission unit 72 includes a single pinion type second planetary gear unit 26 having a predetermined gear ratio ρ2 of about “0.532”, for example, and a single pinion having a predetermined gear ratio ρ3 of about “0.418”, for example. And a third planetary gear device 28 of the type. The second sun gear S2 of the second planetary gear unit 26 and the third sun gear S3 of the third planetary gear unit 28 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2. The second carrier CA2 of the second planetary gear device 26 and the third ring gear R3 of the third planetary gear device 28 are integrally connected to the output shaft 22 by being selectively connected to the case 12 via one brake B1. The second ring gear R2 is selectively connected to the transmission member 18 via the first clutch C1, and the third carrier CA3 is selectively connected to the case 12 via the second brake B2.

  In the speed change mechanism 70 configured as described above, for example, as shown in the engagement operation table of FIG. 12, the first clutch C1, the second clutch C2, the first brake B1, and the second brake B2 are selected. The first gear stage (first gear stage: 1st) to the fourth gear stage (fourth gear stage: 4th) or the reverse gear stage (reverse gear stage: R). ) Or neutral (N) is selectively established, and a gear ratio Y (= input shaft rotational speed NIN / output shaft rotational speed N0UT) that changes substantially in an equal ratio can be obtained for each gear stage. Yes.

For example, if the transmission ratio of the continuously variable transmission unit 11 is kept constant, the transmission mechanism 70 functions as a stepped transmission, and as shown in FIG. 12, the engagement of the first clutch C1 and the second brake B2 The first speed gear stage in which the speed ratio Y1 is a maximum value, for example, about “2.804” is established, and the gear ratio Y2 is greater than that in the first speed gear stage due to the engagement of the first clutch C1 and the first brake B1. The second speed gear stage which is a small value, for example, about “1.531” is established, and the engagement of the first clutch C1 and the second clutch C2 causes the gear ratio Y3 to be smaller than the second speed gear stage, for example “ The third speed gear stage of about 1.000 "is established, and the engagement of the first clutch C1 and the second clutch C2 causes the transmission gear ratio Y4 to be smaller than the third speed gear stage, for example," 0.705 ". 4th gear stage is It is allowed to stand. Further, by the engagement of the second clutch C2 and the second brake B2, a reverse gear stage in which the gear ratio YR is a value between the first speed gear stage and the second speed gear stage, for example, about “2.393” is established. Be made. When the neutral “N” state is set, all the engagement mechanisms are released.

  On the other hand, when the transmission mechanism 70 functions as a continuously variable transmission, the continuously variable transmission unit 11 functions as a continuously variable transmission, and the stepped transmission unit 72 in series functions as a stepped transmission. The rotational speed inputted to the stepped transmission unit 72, that is, the rotational speed of the transmission member 18 is continuously changed with respect to the first speed, the second speed, and the third speed of the stepped transmission unit 72. Thus, each gear stage has a continuously variable transmission ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total gear ratio YT of the transmission mechanism 70 as a whole can be obtained continuously.

  FIG. 13 illustrates a transmission mechanism 70 including a continuously variable transmission 11 that functions as a differential unit or a first transmission, and a stepped transmission 72 that functions as a transmission (automatic transmission) or a second transmission. The alignment chart which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which a connection state differs for every gear stage is shown.

  The four vertical lines Y4, Y5, Y6, Y7 of the automatic transmission 72 in FIG. 13 correspond to the fourth rotation element (fourth element) RE4 and are connected to each other in order from the left, The third sun gear S3, the third carrier CA3 corresponding to the fifth rotating element (fifth element) RE5, the second carrier CA2 corresponding to the sixth rotating element (sixth element) RE6 and connected to each other and the second carrier CA2 The three ring gear R3 represents the second ring gear R2 corresponding to the seventh rotation element (seventh element) RE7. Further, in the automatic transmission 72, the fourth rotating element RE4 is selectively connected to the transmission member 18 via the second clutch C2, and is also selectively connected to the case 12 via the first brake B1, so that the fifth rotation. The element RE5 is selectively connected to the case 12 via the second brake B2, the sixth rotating element RE6 is connected to the output shaft 22 of the automatic transmission 72, and the seventh rotating element RE7 is connected via the first clutch C1. It is selectively connected to the transmission member 18.

  In the stepped transmission unit 72, as shown in FIG. 13, when the first clutch C1 and the second brake B2 are engaged, the vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 (R2) and the horizontal line An oblique line L1 passing through the intersection of X2 and the intersection of the vertical line Y5 and the horizontal line X1 indicating the rotation speed of the fifth rotation element RE5 (CA3), and the sixth rotation element RE6 (CA2) connected to the output shaft 22 , R3), the rotational speed of the first-speed output shaft 22 is shown at the intersection with the vertical line Y6 indicating the rotational speed. Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the first brake B1, and a vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22. The rotation speed of the output shaft 22 at the second speed is shown, and the horizontal straight line L3 determined by engaging the first clutch C1 and the second clutch C2 and the sixth rotation element RE6 connected to the output shaft 22 The rotation speed of the third-speed output shaft 22 is shown at the intersection with the vertical line Y6 indicating the rotation speed. In the first to third speeds, the power from the continuously variable transmission 11 is input to the seventh rotating element RE7 at the same rotational speed as the engine rotational speed NE. Further, when the first motor M1 stops the rotation of the first sun gear S1 and causes the first planetary gear unit 24 to function as a speed increasing mechanism, the power from the continuously variable transmission unit 11 is at a rotational speed higher than the engine rotational speed Ne. Because of the input, a horizontal straight line L4 determined by engaging the first clutch C1 and the second clutch C2 and a vertical line Y6 indicating the rotational speed of the sixth rotation element RE6 connected to the output shaft 22 The rotation speed of the fourth-speed output shaft 22 is indicated at the intersection.

  Also in the transmission mechanism 70 of the present embodiment, the continuously variable transmission unit 11 that functions as a differential unit or a first transmission unit, and the stepped transmission unit 72 that functions as a transmission unit (automatic transmission unit) or a second transmission unit. Since it is configured, the same effect as the above-described embodiment can be obtained.

  Here, the relationship between the above-described embodiment and the present invention will be briefly described. The functional means of step S3 and step S4 shown in FIG. 1 correspond to the gear ratio control means of the present invention.

  In the present invention, the planetary gear device constituting the continuously variable transmission unit may be a double pinion type other than the single pinion type, and as a clutch or speed increasing mechanism for integrating the planetary gear device. You may provide the brake etc. which make it function. Further, in the present invention, either the continuously variable transmission unit or the stepped transmission unit may be disposed on the engine side.

It is a flowchart for demonstrating an example of the shift control performed with the control apparatus of this invention. It is a figure which shows the gear ratio change amount of the continuously variable transmission part with respect to the vehicle speed change amount using the gear ratio of the stepped transmission part as a parameter. It is a time chart which shows changes, such as each number of rotations by having performed control by this invention when VSC operates. It is a block diagram which shows typically the drive system and vehicle behavior control apparatus of the object made into object by this invention. It is a skeleton figure which shows an example of the drive device for hybrid vehicles which can be made into object by this invention. It is an operation | movement chart explaining the relationship between the gear stage set by the stepped transmission part, and the combination of the action | operation of the hydraulic frictional engagement apparatus for it. FIG. 6 is a collinear diagram for explaining an operation state of each transmission unit illustrated in FIG. 5. It is a figure which shows the example of the input signal and output signal of an electronic control apparatus. It is a figure which shows typically an example of the shift map about a stepped transmission part. It is a figure which shows an example of the arrangement | sequence of the shift position in a shift apparatus. It is a skeleton figure which shows the other example of the drive device for hybrid vehicles which can be made into object by this invention. FIG. 12 is an operation chart for explaining a relationship between a shift stage set by a stepped transmission unit of the transmission shown in FIG. 11 and a combination of operations of a hydraulic friction engagement device for that. FIG. 12 is a collinear diagram for explaining an operation state of each transmission unit illustrated in FIG. 11.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 8 ... Engine 10,70 ... Transmission mechanism, 11 ... Continuously variable transmission part, 16 ... Power distribution mechanism (differential mechanism), 18 ... Transmission member, 20 ... Stepped transmission part, 31, 32 ... Controller, 34 ... Hydraulic pressure Control device, 40 ... Electronic control device (control device), 50 ... Vehicle behavior control device, M1 ... First electric motor, M2 ... Second electric motor.

Claims (3)

In a transmission control device that is mounted on a vehicle having a vehicle behavior control device that controls wheel speed and sets a total gear ratio according to each gear ratio between a continuously variable transmission unit and a stepped transmission unit that sets a plurality of forward gears . ,
If the wheel speed by the vehicle behavior control device is controlled, e Bei the gear ratio control means for changing at least one of the speed ratio of the direction to suppress the rotation speed of the change of the power source the transmission portion,
The continuously variable transmission includes a differential mechanism to which the power source is connected, and continuously changes the rotational speed of the power source by changing the rotational speed of an electric motor connected to the differential mechanism. It is constituted by an electric continuously variable transmission mechanism that can continuously change the gear ratio.
The gear ratio control means changes the gear ratio of the electric continuously variable transmission mechanism so as to suppress a change in the rotational speed of the power source when wheel speed control is performed by the vehicle behavior control device. control device for a transmission, wherein it to contain. The gear ratio control means, the means to change the speed ratio of the electrical continuously variable transmission mechanism so as to maintain the rotational speed of the power source when the control of the wheel speed by the vehicle behavior control device is executed The transmission control device according to claim 1, further comprising: The gear ratio control means, according to claim 1 or 2, characterized that you including means for changing the speed ratio variation of the continuously-variable transmission portion and a speed ratio and the vehicle speed change amount of the geared transmission unit Transmission control device.

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