JP6071927B2 - Control device for continuously variable transmission - Google Patents

Description

  The present invention relates to a control device for a continuously variable transmission, and more specifically to a control device that performs a shift accompanied by switching of a torque transmission path in a continuously variable transmission having a plurality of paths for transmitting torque of a drive source.

  Conventionally, a continuously variable transmission in which a sub-transmission mechanism (gear mechanism) composed of a gear train in which a plurality of gears are engaged is combined with a continuously variable transmission mechanism in order to increase an overall transmission ratio (total reduction ratio). Known (for example, Patent Document 1).

  That is, in the technique described in Patent Document 1, the auxiliary transmission mechanism including the first to third reduction gears and the speed increaser is provided, and the torque transmission path in the continuously variable transmission mechanism is set to the first from one pulley to the other pulley. The overall transmission ratio is increased by switching between the path and the second path from the other pulley to the one pulley.

International Publication No. 2013/175568

  By the way, in the technique described in Patent Document 1, when the torque transmission path in the continuously variable transmission mechanism is switched between the first path and the second path, the gear mechanism is temporarily directly connected, and then the torque transmission path in the continuously variable transmission mechanism is changed. By switching, the occurrence of shock due to the interruption of torque transmission is prevented.

  However, when there is a sudden acceleration or sudden deceleration instruction from the driver while a vehicle equipped with a continuously variable transmission having a sub-transmission mechanism is running, shift control with switching of the torque transmission path is required. In this case, as described above, if the gear mechanism is directly connected once and then the shift control is executed so as to switch the torque transmission path, the time required for the shift becomes long. There is a risk that the speed change response to the instruction is impaired.

  Accordingly, an object of the present invention is to solve the above-described problems and to improve the shift response of a shift control involving switching of the torque transmission path in a continuously variable transmission having a plurality of torque transmission paths. It is to provide a control device.

  In order to solve the above-described problem, in claim 1, an input shaft connected to a drive source mounted on a vehicle, a first pulley, a second pulley, and between the first pulley and the second pulley. A driving force of the driving source that is inserted between the input shaft and an output shaft connected to driving wheels of the vehicle and is input from the input shaft. A stepless transmission mechanism that continuously changes the speed, a first input path for inputting the driving force of the drive source input from the input shaft to the first pulley, and a drive source input from the input shaft. A second input path for inputting a driving force to the second pulley, a first input engagement mechanism that is inserted in the first input path and engages the input shaft and the first pulley, and the second A second input member that is inserted in the input path and engages the input shaft and the second pulley. A first output path connected to the second pulley and outputting the driving force transmitted to the output shaft through the first input path and the endless flexible member; and A second output path that is connected to the pulley and that outputs the driving force transmitted to the output shaft through the second input path and the endless flexible member, and is inserted into the first output path. A first output engagement mechanism that engages the continuously variable transmission mechanism and the output shaft, and a second output that is inserted in the second output path and engages the continuously variable transmission mechanism and the output shaft. In a control device for a continuously variable transmission provided with an engagement mechanism, operations of the drive source, continuously variable transmission mechanism, first and second input engagement mechanisms, and first and second output engagement mechanisms are controlled. A target speed ratio of the continuously variable transmission is determined based on a control means and a running state of the vehicle; Target speed ratio determining means for switching, and switching determination means for determining whether or not to switch the input path based on the determined target speed ratio, and the control means determines the input path by the switch determination means. When it is determined that the switching should be performed, after releasing the side of the first and second output engagement mechanisms engaged with the output shaft, the input shaft of the first and second input engagement mechanisms is released. The first and second input engagements are performed after the side engaged with the output shaft is released and a side different from the released side of the first and second output engagement mechanisms is engaged with the output shaft. The mechanism is configured such that the side different from the released side is engaged with the input shaft.

  In Claim 2, the 1st rotation speed detection means which detects the rotation speed of the said 1st pulley, the 2nd rotation speed detection means which detects the rotation speed of the said 2nd pulley, and the rotation speed of the said output shaft And the control means releases the first and second output engaging mechanisms that are engaged with the output shaft, and then the first and second output engaging mechanisms. Before releasing the side engaged with the input shaft of the input engagement mechanism, the rotational speed and output of the first and second pulleys on the side different from the side where the output engagement mechanism is released The driving force of the driving source is reduced so that the difference from the rotational speed of the shaft is within a predetermined value.

  According to a third aspect of the present invention, the control means reduces the driving force of the driving source before releasing the side of the first and second output engaging mechanisms engaged with the output shaft. Configured.

  According to a fourth aspect of the present invention, the first and second input engagement mechanisms are friction clutch mechanisms, and the control means is engaged with the output shaft of the first and second output engagement mechanisms. Before releasing the working side, the engaging force on the side of the first and second input engaging mechanisms engaged with the input shaft is reduced.

  In the first aspect, the first input path for inputting the driving force of the driving source to the first pulley of the continuously variable transmission mechanism and the second input path for inputting to the second pulley of the continuously variable transmission mechanism, respectively. The first and second input engagement mechanisms that are inserted, the first output path that is connected to the second pulley and outputs the driving force to the output shaft, and the driving force that is connected to the first pulley and outputs to the output shaft. In a control device for a continuously variable transmission that includes a second output path and first and second output engagement mechanisms that are respectively inserted, a target gear ratio is determined based on a running state of the vehicle, and the target gear ratio is determined. Based on the input path, and when it is determined that the input path should be switched, the input engagement mechanism engaged with the input shaft is released after releasing the output engagement mechanism engaged with the output shaft. The output engagement mechanism on the side different from the released side is released. Since the input engagement mechanism on the side different from the released side is engaged after the engagement, the torque transmission path (first and second input paths) of the torque transmission path (first and second input paths) is not subjected to the process of directly connecting the gear mechanism. It is possible to execute switching, and thus it is possible to improve the shift response to a sudden acceleration or sudden deceleration instruction from the driver even in shift control involving switching of the torque transmission path.

  According to claim 2, after releasing the output engagement mechanism on the side engaged with the output shaft, the output engagement is performed before releasing the input engagement mechanism on the side engaged with the input shaft. Since the drive force of the drive source is reduced so that the difference between the pulley rotation speed on the side different from the released side and the output shaft rotation speed is within a predetermined value, in addition to the above effect, the output The difference between the input and output rotation speeds on the side different from the side where the engagement mechanism is released, in other words, the side newly engaged by switching the input path is reduced to a predetermined value by reducing the driving force of the drive source at an early stage. Can be controlled within the range, so that the speed change response can be further improved and the occurrence of shock during the engagement operation of the output engagement mechanism accompanying the switching of the torque transmission path is prevented. be able to.

  According to the third aspect of the present invention, the drive force of the drive source is reduced before releasing the output engagement mechanism on the side engaged with the output shaft. It is possible to reduce the shift shock accompanying the switching of the route and to prevent the durability of the gear mechanism from being impaired.

  That is, switching of the torque transmission path involves switching of the first and second output engagement mechanisms, that is, release / engagement operation, but before the output engagement mechanism is engaged, the driving force (torque from the drive source) ), The output engagement mechanism can be switched smoothly without performing the process of directly coupling the gear mechanism, and therefore the shock due to the switching of the input path, that is, the switching of the torque transmission path. Can be prevented.

  According to a fourth aspect of the present invention, the first and second input engagement mechanisms are constituted by a friction clutch mechanism, and before the output engagement mechanism on the side engaged with the output shaft is released and released, Since the engaging force of the combined input engaging mechanism is reduced, in addition to the above-described effects, it is possible to reduce a shift shock accompanying switching of the torque transmission path.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram showing an overall control device for a continuously variable transmission according to an embodiment of the present invention. It is explanatory drawing which shows typically operation | movement of the continuously variable transmission in a prior art. It is a flowchart explaining operation | movement of the control apparatus of the continuously variable transmission shown in FIG. It is explanatory drawing which shows typically operation | movement of the continuously variable transmission shown in FIG.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, an embodiment for implementing a continuously variable transmission control device according to the invention will be described with reference to the accompanying drawings.

  FIG. 1 is a schematic diagram showing the overall control device of a continuously variable transmission according to an embodiment of the present invention.

  In FIG. 1, reference numeral 10 denotes an engine (internal combustion engine, drive source). The engine 10 is mounted on a vehicle 14 provided with drive wheels 12 (the vehicle 14 is partially indicated by the drive wheels 12 and the like).

  The throttle valve 16 disposed in the intake system of the engine 10 is disconnected from the accelerator pedal 18 disposed on the floor surface of the vehicle driver's seat and the DBW (Drive By Wire) mechanism 20 including an actuator such as an electric motor is disconnected. And is opened and closed by the DBW mechanism 20.

  The intake air metered by the throttle valve 16 flows through an intake manifold (not shown) and mixes with fuel injected from an injector (not shown) in the vicinity of the intake port of each cylinder to form an air-fuel mixture. When an intake valve (not shown) is opened, it flows into a combustion chamber (not shown) of the cylinder. In the combustion chamber, the air-fuel mixture is ignited and combusted, and after driving the piston and rotating the crankshaft 22, the air-fuel mixture is discharged to the outside of the engine 10 as exhaust gas.

  The rotation of the crankshaft 22 is input to a continuously variable transmission T via a torque converter 24. The continuously variable transmission T includes a main input shaft (input shaft) 26 connected to the crankshaft 22 via a torque converter 24, a first auxiliary input shaft 28 and a second input shaft 28 arranged in parallel to the main input shaft 26. The auxiliary input shaft 30 and a continuously variable transmission mechanism 32 disposed between the first auxiliary input shaft 28 and the second auxiliary input shaft 30 are provided.

  The continuously variable transmission mechanism 32 is disposed on the first auxiliary input shaft 28, more precisely, the first pulley 32a disposed on the outer peripheral shaft thereof, and the second auxiliary input shaft 30, more precisely, the outer peripheral shaft thereof. It consists of a second pulley 32b and a power transmission element, for example, a metal belt 32c, which is hung between them.

  The first pulley 32 a is relatively non-rotatable to the stationary pulley half 32 a 1 that is disposed so as not to be rotatable relative to the outer peripheral shaft of the first sub input shaft 28 and to be axially movable, and to the outer shaft of the first sub input shaft 28. The movable pulley half 32a2 that can move relative to the fixed pulley half 32a1 in the axial direction, and the movable pulley provided on the side of the movable pulley half 32a2 and supplied with hydraulic pressure (hydraulic oil pressure). A hydraulic actuator 32a3 including a piston, a cylinder, and a spring is provided to press the half body 32a2 toward the fixed pulley half body 32a1.

  The second pulley 32b is not rotatable relative to the outer peripheral shaft of the second auxiliary input shaft 30 and the fixed pulley half 32b1 that is not rotatable relative to the outer peripheral shaft of the second auxiliary input shaft 30 and the outer peripheral shaft of the second auxiliary input shaft 30. The movable pulley half 32b2 that can move relative to the fixed pulley half 32b1 in the axial direction, and the movable pulley provided on the side of the movable pulley half 32b2 and supplied with hydraulic pressure (hydraulic oil pressure). A hydraulic actuator 32b3 composed of a piston, a cylinder, and a spring is provided to press the half 32b2 toward the fixed pulley half 32b1.

  The main input shaft 26 is provided with an input switching mechanism 34 including a LOW friction clutch 34a (first input engagement mechanism) and a HIGH friction clutch 34b (second input engagement mechanism). A first reduction gear 36 is supported on the main input shaft 26 so as to be relatively rotatable, and a second reduction gear 38 that meshes with the first reduction gear 36 is fixed to the first sub input shaft 28. Therefore, when the LOW friction clutch 34 a is engaged, the torque of the engine 10 input from the main input shaft 26 is decelerated by the first and second reduction gears 36 and 38, and then is transmitted via the first auxiliary input shaft 28. It is input to one pulley 32a. In this specification, a path for transmitting torque from the main input shaft 26 to the first pulley 32a via the first and second reduction gears 36 and 38 and the first auxiliary input shaft 28 is referred to as a first input path. .

  Further, a first speed increasing gear 40 is rotatably supported on the main input shaft 26, and a second speed increasing gear 42 meshing with the first speed increasing gear 40 is relatively rotated on the second sub input shaft 30. It is supported freely. Accordingly, when the HIGH friction clutch 34 b is engaged, the torque of the engine 10 input from the main input shaft 26 is increased by the first and second speed-up gears 40 and 42 and then passed through the second auxiliary input shaft 30. To the second pulley 32b. In this specification, a path for transmitting torque from the main input shaft 26 to the second pulley 32b via the first and second speed increasing gears 40 and 42 and the second auxiliary input shaft 30 is referred to as a second input path. .

  The second auxiliary input shaft 30 is provided with a forward / reverse switching mechanism 44 composed of a dog clutch (meshing clutch). That is, when a sleeve (not shown) of the forward / reverse switching mechanism 44 moves to the right side of the drawing, the second speed increasing gear 42 is engaged with the second auxiliary input shaft 30, and the rotation of the main input shaft 26 is reversed (reversed). As a result of the input to the second auxiliary input shaft 30, the vehicle 14 moves forward. On the other hand, when the sleeve of the forward / reverse switching mechanism 44 moves to the left side of the drawing, the reverse drive gear 44a is engaged with the second sub input shaft 30, and the rotation of the main input shaft 26 is reversed driven gear 44b, reverse idle gear 44c, reverse drive. As a result of being inverted by the gear 44 a and being input to the second auxiliary input shaft 30, the vehicle 14 moves backward.

  A third reduction gear 48 that meshes with the first speed increasing gear 40 is supported on the intermediate output shaft 46 so as to be relatively rotatable, and a LOW side dog clutch 50 that couples the third reduction gear 48 to the intermediate output shaft 46 and its shift. A fork (LOW side shift fork, not shown) is provided. The LOW side dog clutch 50 and the LOW side shift fork described above correspond to the first output engagement mechanism.

  A first final drive gear 52 is fixed to the intermediate output shaft 46, and the first final drive gear 52 meshes with a final driven gear 56 of the differential mechanism 54, and is directed from the differential mechanism 54 toward the left and right drive wheels 12. Connected to the extending output shaft 58.

  In this specification, the second auxiliary input shaft 30, the forward / reverse switching mechanism 44, the first and second speed increasing gears 40 and 42, the third reduction gear 48, the intermediate output shaft 46, the first final drive gear 52, A path for transmitting torque from the second pulley 32b to the output shaft 58 via the final driven gear 56 and the differential mechanism 54 is referred to as a first output path.

  A second final drive gear 60 is supported on the first auxiliary input shaft 28 in a relatively rotatable manner, and the HIGH side dog clutch 62 that couples the second final drive gear 60 to the first auxiliary input shaft 28 and its shift fork (HIGH). A side shift fork (not shown) is provided. The HIGH side dog clutch 62 and the HIGH side shift fork described above correspond to the second output engagement mechanism.

  In this specification, a second route for transmitting torque from the first pulley 32a to the output shaft 58 via the first auxiliary input shaft 28, the second final drive gear 60, the final driven gear 56, and the differential mechanism 54 is referred to as a second route. Called the output path.

  The first, second, and third reduction gears 36, 38, and 48, the first and second speed-up gears 40 and 42, the first and second final drive gears 52 and 60, and the final driven gear 56 are the same. This corresponds to the auxiliary transmission mechanism according to the embodiment.

Here, the gear ratio of each gear constituting the auxiliary transmission mechanism is set as follows. That is, the gear ratio of the first input path (the first reduction gear 36 to the second reduction gear 38) is i _red , and the gear ratio of the second input path (the first speed increase gear 40 to the second speed increase gear 42) is i. _ind is set so that i _red × i _min = i _ind , where i _min is the minimum speed ratio of the continuously variable transmission mechanism 32 from the first pulley 32a to the second pulley 32b. Further, the first output path (the second speed increasing gear 42 to the first speed increasing gear 40, the first speed increasing gear 40 to the third speed reducing gear 48 (first final drive gear 52), and the first final drive gear 52 to the final speed. Assuming that the gear ratio of the driven gear 56) is i _out1 and the gear ratio of the second output path (from the second final drive gear 60 to the final driven gear 56) is i _out2 , i _min × i _out1 = i _out2 Is set.

Therefore, when the transmission ratio from the first pulley 32a to the second pulley 32b of the continuously variable transmission mechanism 32 is set to the minimum transmission ratio i _min , the transmission path constituted by the first input path and the first output path, More precisely, the transmission ratio of the torque transmission path (torque transmission path in the LOW mode) passing from the first input path to the first pulley 32a, the belt 32c, the second pulley 32b, and the first output path, the second input path and the second input path A transmission path constituted by two output paths, more precisely, a torque transmission path (a torque transmission path in the HIGH mode) passing from the second input path to the second pulley 32b, the belt 32c, the first pulley 32a and the second output path. ) Is the same gear ratio.

  Here, the transmission mode of the continuously variable transmission T having the above-described configuration will be described. In the LOW mode, the LOW friction clutch 34a and the LOW side dog clutch 50 of the input switching mechanism 34 are engaged, while the HIGH friction clutch 34b and the HIGH side dog clutch 62 are released. Further, the forward / reverse switching mechanism 44 is switched to the forward side (the second speed increasing gear 42 is engaged).

  Therefore, the torque transmission path of the engine 10 in the LOW mode is: engine 10 → crankshaft 22 → torque converter 24 → main input shaft 26 → LOW friction clutch 34a → first input path (more specifically, the first reduction gear) 36 → second reduction gear 38 → first auxiliary input shaft 28) → first pulley 32a → belt 32c → second pulley 32b → first output path (more specifically, second auxiliary input shaft 30 → forward / reverse switching) Mechanism 44 → second speed increasing gear 42 → first speed increasing gear 40 → third speed reduction gear 48 → LOW side dog clutch 50 → intermediate output shaft 46 → first final drive gear 52 → final driven gear 56 → differential mechanism 54) → Output shaft 58 → drive wheel 12

  Further, during the transition from the LOW mode to the HIGH mode, more precisely, in the direct connection LOW mode, the LOW friction clutch 34a and the HIGH side dog clutch 62 are engaged, while the HIGH friction clutch 34b and the LOW side dog clutch 50 are released. The Further, the side pressures of the first and second pulleys 32a and 32b are reduced so that torque from the engine 10 is not transmitted via the belt 32c.

  Accordingly, the torque transmission path of the engine 10 in the direct connection LOW mode is as follows: engine 10 → crankshaft 22 → torque converter 24 → main input shaft 26 → LOW friction clutch 34a → first reduction gear 36 → second reduction gear 38 → first Sub input shaft 28 → HIGH side dog clutch 62 → second final drive gear 60 → final driven gear 56 → differential mechanism 54 → output shaft 58 → drive wheel 12.

  In the HIGH mode, the HIGH friction clutch 34b and the HIGH side dog clutch 62 of the input switching mechanism 34 are engaged, while the LOW friction clutch 34a and the LOW side dog clutch 50 are released.

  Accordingly, the torque transmission path of the engine 10 in the HIGH mode is the engine 10 → the crankshaft 22 → the torque converter 24 → the main input shaft 26 → the HIGH friction clutch 34b → the second input path (more specifically, the first speed increase Gear 40-> second speed increasing gear 42-> forward / reverse switching mechanism 44-> second auxiliary input shaft 30)-> second pulley 32b-> belt 32c-> first pulley 32a-> second output path (more specifically, first Sub-input shaft 28 → HIGH side dog clutch 62 → second final drive gear 60 → final driven gear 56 → differential mechanism 54) → output shaft 58 → drive wheel 12.

  Thus, in the LOW mode and the HIGH mode, the torque transmission path in the continuously variable transmission mechanism 32 is configured to be reversed, whereby the overall transmission ratio in the entire continuously variable transmission T can be increased. .

  Further, during the transition from the HIGH mode to the LOW mode, more precisely, in the direct connection HIGH mode, the HIGH friction clutch 34b and the LOW side dog clutch 50 are engaged, while the LOW friction clutch 34a and the HIGH side dog clutch 62 are released. The Further, as in the direct connection LOW mode, the side pressures of the first and second pulleys 32a and 32b are reduced so that torque from the engine 10 is not transmitted via the belt 32c.

  Therefore, the torque transmission path of the engine 10 in the direct connection HIGH mode is: engine 10 → crankshaft 22 → torque converter 24 → main input shaft 26 → HIGH friction clutch 34b → first speed increasing gear 40 → third speed reducing gear 48 → LOW The side dog clutch 50 → the intermediate output shaft 46 → the first final drive gear 52 → the final driven gear 56 → the differential mechanism 54 → the output shaft 58 → the drive wheel 12.

  Here, the operation of the continuously variable transmission according to the technique described in Patent Document 1, more specifically, the torque transmission path switching control will be described with reference to FIG. In FIG. 2 and FIG. 4 described later, the configuration of the continuously variable transmission T is shown in a simplified manner for convenience. The arrows in FIGS. 2 and 4 indicate the flow of driving force (torque) from the engine 10.

  First, in the HIGH mode shown in FIG. 2A, as described above, the torque from the engine (shown as “ENG” in FIGS. 2 and 4) 10 is supplied from the second continuously variable transmission mechanism 32 via the second input path. It is input to the pulley 32b, is transmitted through the belt 32c and the first pulley 32a, and is transmitted to the drive wheel (shown as “TYRE” in FIGS. 2 and 4) 12 through the second output path and the output shaft 58.

  When switching from the HIGH mode to the LOW mode is started, the LOW side shift fork is operated to engage (ON) the LOW side dog clutch 50 (FIG. 2B). When it is confirmed that the LOW-side dog clutch 50 is engaged, the HIGH-side shift fork is operated to release (OFF) the HIGH-side dog clutch 62 and establish a direct connection HIGH mode (FIG. 2 (c)).

  Thereafter, the LOW friction clutch 34a is engaged so that the torque of the engine 10 is input to the first pulley 32a of the continuously variable transmission mechanism 32 via the first input path (FIG. 2 (d)). Furthermore, switching to the LOW mode is completed by releasing the HIGH friction clutch 34b (FIG. 2 (e)). Although detailed description is omitted, switching control from the LOW mode to the HIGH mode is also achieved by the same processing. The details of the torque transmission path switching control described above are described in Japanese Patent Application No. 2014-043441 previously proposed by the applicant of the present application, and thus further description thereof is omitted.

  As described above, in the technique described in Patent Document 1, in order to prevent the occurrence of a shift shock associated with switching of the torque transmission path (first and second input paths), first, the direct connection mode (FIG. 2C). ) And then the torque transmission path is switched. Further, it is necessary to perform side pressure control for reducing the side pressure of the first and second pulleys so that torque from the engine 10 is not transmitted via the belt 32c during establishment of the direct connection mode. There is an inconvenience that the time is long and the shift response is impaired. For this reason, for example, when sudden acceleration or sudden deceleration is instructed by the driver, and switching of the first and second input paths is necessary, there is a possibility that the driver may feel uncomfortable.

  Accordingly, an object of the present invention is to solve the above-mentioned disadvantages, and in a continuously variable transmission having a sub-transmission mechanism, even in the case of a shift control accompanied by switching of a torque transmission path, a shift in response to a sudden acceleration or sudden deceleration instruction from the driver. An object of the present invention is to provide a control device for a continuously variable transmission that improves responsiveness.

  Returning to FIG. 1 and continuing the description, a range selector 70 is provided in the vehicle driver's seat, and the driver selects one of the ranges such as P, R, N, and D, for example, so that the forward / reverse switching mechanism 44 is operated. Switching takes place. That is, the range selection by the driver's operation of the range selector 70 is transmitted to the manual valve of the transmission hydraulic pressure supply mechanism 72, and the vehicle 14 is moved forward or backward.

  Although not shown, the transmission hydraulic pressure supply mechanism 72 is provided with an oil pump (oil feed pump), which is driven by the engine 10 to pump up the hydraulic oil stored in the reservoir and discharge it to the oil passage.

  The oil passage is connected to the hydraulic actuators 32a3 and 32b3 of the first and second pulleys 32a and 32b of the continuously variable transmission mechanism 32, the clutch of the forward / reverse switching mechanism 44, and the lock-up clutch of the torque converter 24 via an electromagnetic valve.

  A crank angle sensor 74 is provided at an appropriate position near the cam shaft (not shown) of the engine 10 and outputs a signal indicating the engine speed NE for each predetermined crank angle position of the piston. In the intake system, an absolute pressure sensor 76 is provided at an appropriate position downstream of the throttle valve 16 and outputs a signal proportional to the intake pipe absolute pressure (engine load) PBA.

  The actuator of the DBW mechanism 20 is provided with a throttle opening sensor 78 and outputs a signal proportional to the opening TH of the throttle valve 16 through the rotation amount of the actuator.

  An accelerator opening sensor 80 is provided in the vicinity of the accelerator pedal 18 and outputs a signal proportional to the accelerator opening AP corresponding to the driver's accelerator pedal operation amount. The output of the crank angle sensor 74 and the like described above is sent to the engine controller 82.

  The main input shaft 26 is provided with an NT sensor (rotational speed sensor) 84 and outputs a pulse signal indicating the rotational speed NT of the main input shaft.

  The first sub input shaft 28 of the continuously variable transmission mechanism 32 is provided with an N1 sensor (rotation speed sensor; first rotation speed detection means) 86, so that the rotation speed N1 of the first sub input shaft 28, in other words, the first pulley. A pulse signal corresponding to the rotational speed of 32a is output. Further, the second sub input shaft 30 is provided with an N2 sensor (rotation speed sensor; second rotation speed detection means) 88, so that the rotation speed N2 of the second sub input shaft 30, in other words, the rotation speed of the second pulley 32b. Outputs a pulse signal according to.

  A vehicle speed sensor (rotational speed sensor) 90 is provided in the vicinity of the second final drive gear 60 to output a pulse signal indicating the vehicle speed V, which means the traveling speed of the vehicle 14. The output speed of the output shaft 58 can be obtained by multiplying the output of the vehicle speed sensor 90 by the gear ratio of the final driven gear 56. In addition, a range selector switch 92 is provided in the vicinity of the above-described range selector 70, and outputs a signal corresponding to the range of P, R, N, D, etc. selected by the driver.

  In the transmission hydraulic pressure supply mechanism 72, a hydraulic sensor 94 is disposed in each of the oil passages communicating with the first and second pulleys 32a and 32b of the continuously variable transmission mechanism 32, and the hydraulic actuators 32a3 of the first and second pulleys 32a and 32b. , 32b3, a signal corresponding to the hydraulic pressure supplied to the piston chamber (not shown) is output. Although not shown in the drawings, hydraulic sensors are also arranged in the oil passages connected to the piston chamber of the clutch of the forward / reverse switching mechanism 44 and the piston chamber of the lockup clutch of the torque converter 24, respectively, and correspond to each supply hydraulic pressure. Output a signal.

  First and second output engagement mechanisms, more specifically, first and second stroke sensors 96 and 98 are provided in the vicinity of the LOW side / HIGH side dog clutches 50 and 62, and the LOW side / HIGH side dog clutch 50 is provided. , 62 outputs a signal corresponding to the amount of movement.

  The output of the NT sensor 84 and the like described above is sent to the shift controller 100 (control means) including the outputs of other sensors (not shown). The engine controller 82 and the shift controller 100 include a microcomputer including a CPU, a ROM, a RAM, an I / O, and the like, and are configured to be able to communicate with each other.

  The engine controller 82 determines the target throttle opening based on the sensor output described above to control the operation of the DBW mechanism 20, determines the fuel injection amount and the ignition timing, and controls the operation of an ignition device such as an injector or a spark plug. To do.

  The shift controller 100 calculates pulley supply hydraulic pressure (side pressure) based on the output of the hydraulic pressure sensor 94, and excites and demagnetizes various solenoid valves of the transmission hydraulic pressure supply mechanism 72 according to the calculated side pressure. The hydraulic actuators 32a3 and 32b3 of the two pulleys 32a and 32b are controlled to supply and discharge hydraulic pressure to the piston chamber to control the operation of the continuously variable transmission mechanism 32, and the operations of the forward / reverse switching mechanism 44 and the torque converter 24 are controlled. .

  FIG. 3 is a flowchart for explaining the operation of the shift controller 100 related to switching of the continuously variable transmission T. FIG. 4 is an operation of the continuously variable transmission T executed by the processing shown in FIG. It is explanatory drawing which shows the switching control of a transmission path typically. In FIG. 3, the switching from the HIGH mode to the LOW mode will be described as an example, but the switching from the LOW mode to the HIGH mode is also executed in the same manner as the processing in the flowchart of FIG. Further, the process of the flowchart of FIG. 3 is repeatedly executed at predetermined time intervals.

  Explained below, in S10, it is determined whether or not the continuously variable transmission T is currently in the HIGH mode, specifically, whether or not it is in the state shown in FIG. 4A (S: processing step). Note that the determination in S10 may be made based on the outputs of the first and second stroke sensors 96, 98, or may be made based on the current actual gear ratio value.

  When the result in S10 is negative, that is, when it is determined that the continuously variable transmission T is currently in the LOW mode, the following process is skipped and the program is terminated. On the other hand, when the result in S10 is affirmative, the program proceeds to S12, and the target speed ratio of the continuously variable transmission mechanism 32 is determined based on the traveling state of the vehicle 14. That is, based on the accelerator opening AP and the vehicle speed V obtained from the outputs of the accelerator opening sensor 80 and the vehicle speed sensor 90, a shift map prepared in advance is searched to determine the target transmission ratio of the continuously variable transmission T.

  Next, the routine proceeds to S14, where it is necessary to switch the continuously variable transmission T from the target gear ratio determined in S12. More specifically, in order to achieve the calculated target gear ratio, It is determined whether or not the mode needs to be switched from the HIGH mode to the LOW mode.

  When the result in S14 is NO, the following process is skipped and the program is terminated. When the result in S14 is YES, the program proceeds to S16, in order to prevent a shock associated with the releasing operation of the HIGH side dog clutch 62, that is, the input torque, The torque input from the engine 10 is appropriately limited (torque down). Note that the torque limit control in S16 is realized by any known technique, for example, any one of throttle valve 16 throttle, fuel cut, retard angle control, or a combination thereof.

  In S16, instead of (or in addition to) means for limiting the input torque from the engine 10, the engagement force of the HIGH friction clutch 34b engaged with the main input shaft 26 is reduced so that the HIGH-side dog clutch 62 is engaged. You may comprise so that the torque transmitted may be restrict | limited.

  Next, the program proceeds to S18, where the high-side dog clutch 62 is released, and the torque limit control described above is canceled in S20 (FIG. 4B). Further, the program proceeds to S22, and whether the difference between the input rotational speed and the output rotational speed on the side different from the released HIGH side dog clutch, that is, the LOW side dog clutch 50 engaged with the output shaft 58 in the LOW mode is less than a predetermined value. Judge whether or not. More specifically, it is determined whether or not the difference between the rotation speed N2 of the second pulley 32b obtained from the N2 sensor 88 and the rotation speed of the second final drive gear 60 obtained from the vehicle speed sensor 90 is equal to or less than a predetermined value.

  Although illustration is omitted, when the result in S22 is NO, torque reduction control of the engine 10 is executed, and the input rotational speed of the LOW side dog clutch 50 is controlled so that the rotational speed difference becomes a predetermined value or less. That is, in the dog clutch mechanism such as the LOW side dog clutch 50, the clutch cannot be engaged unless the rotational speed is the same on the input side and the output side. Torque reduction control of the engine 10 is executed so that the input side and output side rotational speeds are the same.

  More specifically, as shown in FIG. 1 and FIG. 4B, the input side of the LOW side dog clutch 50 is connected to the rotating shaft (first shaft) of the HIGH friction clutch 34b and the second pulley 32b that are engaged at this time. Since the engine 10 is connected via the two secondary input shafts 30), the input rotational speed (second pulley 32b rotational speed N2) of the LOW side dog clutch 50 is output by reducing the torque of the engine 10. The number of rotations can be matched early.

  When a friction clutch is used as the output engagement mechanism, control is not performed until the rotational speeds on the input side and the output side are completely the same, so that they are within a predetermined value range set appropriately. It goes without saying that it is only necessary to control this. Further, the torque reduction control of the engine 10 described above is realized by a known technique, for example, throttle throttle opening, fuel cut, ignition timing retard control, or a combination thereof.

  If the result in S22 is affirmative, the program proceeds to S24, in which the HIGH friction clutch 34b engaged with the main input shaft 26 is released (FIG. 4C). Thereafter, the process proceeds to S26, and the side different from the released HIGH side dog clutch 62, that is, the LOW side dog clutch 50 that engages with the main input shaft 26 in the LOW mode is engaged.

  Next, the program proceeds to S28, and a different side from the released HIGH friction clutch 34b, that is, the LOW friction clutch 34a that engages with the main input shaft 26 in the LOW mode is engaged to establish the LOW mode, and the program is terminated. (FIG. 4 (d)).

As described above, in the embodiment of the present invention, the main input shaft (input shaft) 26 connected to the engine (internal combustion engine; drive source) 10 mounted on the vehicle 14, the first pulley 32a, and the second pulley 32b. And an output shaft connected to the main input shaft 26 and the drive wheels 12 of the vehicle 14, and having an endless flexible member (belt) 32 c that is wound around the first pulley 32 a and the second pulley 32 b. 58, a continuously variable transmission mechanism 32 for steplessly changing the torque (driving force) of the engine 10 input from the main input shaft 26, and the input from the main input shaft 26. A first input path for inputting the torque of the engine 10 to the first pulley 32a; a second input path for inputting the torque of the engine 10 input from the main input shaft 26 to the second pulley 32b; A first input engagement mechanism (LOW friction clutch 34a) that is inserted into one input path and engages the main input shaft 26 and the first pulley 32a; A second input engagement mechanism (HIGH friction clutch 34b) that engages the input shaft 26 and the second pulley 32b, and is connected to the second pulley 32b and via the first input path and the belt 32c. A first output path for outputting the torque transmitted to the output shaft 58, and the torque transmitted to the first pulley 32a via the second input path and the belt 32c. A second output path for outputting to the output shaft 58, and a first output engagement mechanism (LOW side shift fork, which is inserted in the first output path) and engages the continuously variable transmission mechanism 32 and the output shaft 58. L W-side dog clutch 50) and a second output engagement mechanism (HIGH side shift fork, HIGH side dog clutch 62) that is inserted in the second output path and engages the continuously variable transmission mechanism 32 and the output shaft 58. In the control device (shift controller 100) of the continuously variable transmission T including the engine 10, the continuously variable transmission mechanism 32, the LOW / HIGH friction clutches 34a and 34b, and the first and second output engagement mechanisms (LOW). Side / HIGH side shift fork, LOW side / HIGH side dog clutches 50, 62), and target speed change for determining the target speed ratio of the continuously variable transmission T based on the running state of the vehicle 14. It is determined whether or not the input path should be switched based on the ratio determining means (shift controller 100, S12) and the determined target gear ratio. Switching judgment means (shift controller 100, S14), and when the switching judgment means judges that the input path should be switched, the control means is one of the main dog clutches 50, 62 of the LOW side / HIGH side. Release the side engaged with the input shaft 26;
After engaging the output shaft 58 with a side different from the released side among the LOW side / HIGH side dog clutches 50, 62, a side different from the released side among the LOW / HIGH friction clutches 34a, 34b. Is engaged with the main input shaft 26 (S16 to S28), so that the switching of the torque transmission path (first and second input paths) can be executed without the process of directly connecting the gear mechanism. Therefore, even in the shift control that involves switching of the torque transmission path, it is possible to improve the shift response to a sudden acceleration or sudden deceleration instruction from the driver.

  The first rotation number detecting means (N1 sensor 86) for detecting the rotation number N1 of the first pulley 32a and the second rotation number detecting means (N2 sensor 88) for detecting the rotation number N2 of the second pulley 32b. And third rotational speed detection means (vehicle speed sensor 90) for detecting the rotational speed of the output shaft 58, and the control means is engaged with the output shaft 58 of the LOW side / HIGH side dog clutches 50 and 62. After releasing the active side (S18), before releasing the side of the LOW / HIGH friction clutches 34a, 34b engaged with the main input shaft 26 (S24), the first and second The torque of the engine 10 is reduced so that the difference between the rotational speed of the pulley 32a, 32b on the side different from the side where the output engagement mechanism is released and the rotational speed of the output shaft 58 is within a predetermined value ( S22) Thus, in addition to the above-described effects, a side different from the side where the output engagement mechanism is released (for example, the second pulley 32b connected to the HIGH-side dog clutch 62), in other words, a new one by switching the input path. The difference between the input and output rotational speeds of the side engaged with the first pulley 32a (for example, the first pulley 32a) can be controlled within a predetermined value at an early stage by reducing the torque of the engine 10, so that the shift response can be improved. This can be further improved, and a shock can be prevented from occurring during the engagement operation of the output engagement mechanism (for example, the LOW side dog clutch 50) accompanying the switching of the torque transmission path.

  Further, the control means reduces the torque of the engine 10 before releasing the side engaged with the output shaft 58 of the LOW side / HIGH side dog clutches 50, 62 (S18) (S16). Since it comprised in this way, in addition to the above-mentioned effect, while being able to reduce the shift shock accompanying switching of a torque transmission path | route, it can prevent that the durability of a gear mechanism is impaired.

  That is, switching of the torque transmission path involves switching of the LOW side / HIGH side dog clutches 50, 62, that is, releasing / engaging operation, but the torque from the engine 10 is reduced before engaging the output engagement mechanism. Thus, the output engagement mechanism can be smoothly switched without performing a process of directly connecting the gear mechanisms (LOW / HIGH friction clutches 34a and 34b, LOW side / HIGH side dog clutches 50 and 62). Therefore, it is possible to prevent the occurrence of shock due to switching of the input path, that is, switching of the torque transmission path.

  In addition, the first and second input engagement mechanisms include friction clutch mechanisms (LOW / HIGH friction clutches 34a and 34b), and the control means outputs the output of the LOW side / HIGH side dog clutches 50 and 62. Before the side engaged with the shaft 58 is released, the engagement force on the side engaged with the main input shaft 26 of the LOW / HIGH friction clutches 34a, 34b is reduced. In addition to the effects described above, it is possible to reduce shift shocks associated with switching of the torque transmission path.

  In the above-described embodiment, the specific configuration of the continuously variable transmission T has been described. However, the present invention is not limited to this, and the gist of the present invention is the continuously variable transmission shown in a simplified manner in FIGS. The present invention is applicable to any continuously variable transmission T as long as it corresponds to the configuration of the machine T.

  The belt-type continuously variable transmission mechanism 32 has been described as an example of the continuously variable transmission mechanism 32. However, the present invention is not limited to this, and the gist of the present invention is, for example, a toroidal or chain-type continuously variable transmission mechanism. Valid. That is, when the toroidal continuously variable transmission mechanism is used, the shift controller 100 may control the operation of the continuously variable transmission mechanism using the inclination angle of the power roller as a parameter instead of the side pressure.

  In addition, although the friction clutch mechanism has been described as an example of the first and second input engagement mechanisms and the meshing clutch mechanism has been described as the first and second output engagement mechanisms, the present invention is not limited to this example. The output engagement mechanism may be constituted by a friction clutch.

  In addition, the first and second stroke sensors 96 and 98 have been described as detection means. In addition, the engagement state of the LOW friction clutch 34a and the HIGH friction clutch 34b may be detected. When comprised in this way, the control which concerns on the mode switching of the continuously variable transmission T can be performed at a more suitable timing.

T continuously variable transmission, 10 engine (internal combustion engine, drive source), 14 vehicle, 26 main input shaft, 28 first auxiliary input shaft, 30 second auxiliary input shaft, 32 continuously variable transmission mechanism, 32a first pulley, 32b Second pulley, 32c belt, 34 input switching mechanism, 34a LOW friction clutch (first input engagement mechanism), 34b HIGH friction clutch (second input engagement mechanism), 36 first reduction gear, 38 second reduction gear, 40 First speed increasing gear, 42 Second speed increasing gear, 44 Forward / reverse switching mechanism, 46 Intermediate output shaft, 48 Third reduction gear, 50 LOW side dog clutch (first output engagement mechanism), 52 First final drive gear , 54 differential mechanism, 56 final driven gear, 58 output shaft, 60 second final drive gear, 62 HIGH side dog clutch (second output engagement mechanism), 86 N1 Sensor (first rotational speed detecting means), 88 N2 sensor (second rotational speed detecting means), 90 vehicle speed sensor (third rotational speed detecting means), 96 first stroke sensor, 98 second stroke sensor, 100 shift controller

Claims (4)

  An input shaft connected to a drive source mounted on a vehicle, a first pulley, a second pulley, and an endless flexible member that is hung between the first pulley and the second pulley, and the input shaft And a continuously variable transmission mechanism that is inserted between the drive shaft of the vehicle and an output shaft connected to the drive wheel of the vehicle and continuously changes the driving force of the drive source input from the input shaft, and input from the input shaft A first input path for inputting the driving force of the driving source to the first pulley; a second input path for inputting the driving force of the driving source input from the input shaft to the second pulley; A first input engagement mechanism that is inserted into the first input path and engages the input shaft and the first pulley; and an input shaft and the second pulley that are inserted into the second input path. A second input engagement mechanism that engages with the second input pulley; A first output path for outputting the driving force transmitted through the input path and the endless flexible member to the output shaft, and the second input path and the endlessly connected to the first pulley. A second output path that outputs the driving force transmitted through the flexible member to the output shaft; and a second output path that is inserted in the first output path and engages the continuously variable transmission mechanism and the output shaft. In a control device for a continuously variable transmission, comprising: one output engagement mechanism; and a second output engagement mechanism that is inserted in the second output path and engages the continuously variable transmission mechanism and the output shaft. Control means for controlling the operation of the drive source, continuously variable transmission mechanism, first and second input engagement mechanisms, and first and second output engagement mechanisms, and the continuously variable transmission based on the running state of the vehicle. Target speed ratio determining means for determining a target speed ratio of the machine, and the determined target speed ratio Switching determination means for determining whether or not to switch the input path based on the first and second outputs when the switching determination means determines that the input path should be switched by the switching determination means. After releasing the side engaged with the output shaft of the engagement mechanism, the side engaged with the input shaft of the first and second input engagement mechanisms is released, and the first, After engaging a side of the second output engagement mechanism that is different from the released side with the output shaft, a side of the first and second input engagement mechanisms that is different from the released side is the input shaft. A control device for a continuously variable transmission, wherein the continuously variable transmission is engaged with.   A first rotational speed detection means for detecting the rotational speed of the first pulley; a second rotational speed detection means for detecting the rotational speed of the second pulley; and a third rotational speed detection for detecting the rotational speed of the output shaft. And the control means releases the side of the first and second output engagement mechanisms engaged with the output shaft and then inputs the input of the first and second input engagement mechanisms. Before releasing the side engaged with the shaft, the difference between the rotational speed of the first and second pulleys on the side different from the side where the output engagement mechanism is released and the rotational speed of the output shaft is 2. The control device for a continuously variable transmission according to claim 1, wherein the driving force of the driving source is reduced so as to be within a predetermined value.   The control means reduces the driving force of the driving source before releasing the side of the first and second output engaging mechanisms engaged with the output shaft. Or the control apparatus of the continuously variable transmission of 2. The first and second input engagement mechanisms comprise friction clutch mechanisms, and the control means releases the side of the first and second output engagement mechanisms that are engaged with the output shaft. The continuously variable transmission according to any one of claims 1 to 3, wherein an engagement force on a side of the first and second input engagement mechanisms engaged with the input shaft is reduced. Control device.

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