JP6203938B2 - 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.

  Further, regarding the control of a continuously variable transmission provided with a sub-transmission mechanism, it is well known that all clutches interposed between the drive source and the continuously variable transmission mechanism are released when the driver gives a neutral instruction. (For example, Patent Document 2).

International Publication No. 2013/175568 JP 2010-274855 A

  By the way, like 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 engagement mechanism is inserted on the output shaft side of the first path and the second path. May be temporarily engaged. When a neutral instruction is given from the driver in such a state, as described in Patent Document 2, if all the clutches inserted between the drive source and the continuously variable transmission mechanism are released, torque on the output shaft side will be generated. Circulation occurs and as a result, the vehicle may be interlocked while the vehicle is running.

  Accordingly, an object of the present invention is to solve the above-described problem, and in a continuously variable transmission having a plurality of paths for transmitting the driving force of the driving source, a neutral instruction is issued from the driver while all of the output side engaging mechanisms are engaged. It is an object of the present invention to provide a control device for a continuously variable transmission that is capable of avoiding the occurrence of torque circulation even in such a case.

  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 comprising an engagement mechanism, control means for controlling operations of the first and second input engagement mechanisms and the first and second output engagement mechanisms; An engagement state detection means for detecting an engagement state of the two-output engagement mechanism; and a driver of the vehicle An outgear instruction detecting means for detecting an outgear instruction for instructing release of the first and second input engagement mechanisms by a range selection operation, and the control means detects the outgear instruction by the outgear instruction detecting means, In addition, when the engagement state detection means detects that both the first and second output engagement mechanisms are engaged, the outgear instruction is suspended.

  According to a second aspect of the present invention, the control means detects the outgear instruction by the outgear instruction detection means, and either the first or second output engagement mechanism is detected by the engagement state detection means. When detected as being released, the outgear instruction is executed to release both the first and second input engagement mechanisms.

  In claim 3, the vehicle is provided with an in-gear instruction detecting means for detecting an in-gear instruction by a range selection operation of the driver of the vehicle, and the control means releases the first and second input engagement mechanisms, When the in-gear instruction is detected by the in-gear instruction detecting means, either the first or second input engagement mechanism is engaged according to the detected engagement state of the first or second output engagement mechanism. Configured to match.

  According to a fourth aspect of the present invention, the control means engages the first input engagement mechanism when the engagement state detection means detects that the first output engagement mechanism is engaged. When the second input engagement mechanism is released while the second output engagement mechanism is detected to be engaged, the second input engagement mechanism is engaged to release the first input engagement mechanism. It was configured to release the mechanism.

  According to the first aspect of the present invention, the first and second pulleys, the continuously variable transmission mechanism having endless flexible members, and the first and second inputs for inputting the driving force of the driving source to the first and second pulleys, respectively. A path, first and second input engagement mechanisms respectively inserted in the first and second input paths, a driving force transmitted through the first input path and the endless flexible member, a second input path and First and second output paths for outputting driving forces transmitted through the endless flexible member, respectively, and first and second output engagement mechanisms respectively inserted in the first and second output paths are provided. In the control device for the continuously variable transmission, the control means for controlling the operations of the first and second input engagement mechanisms and the first and second output engagement mechanisms detects an outgear instruction by a driver's range selection operation, And when it is detected that both the first and second output engagement mechanisms are engaged, Since it is configured so as to withhold the gear indication, the torque circulation can be prevented from occurring in the output shaft side. That is, when all of the output side engaging mechanisms are in the engaged state, the driver's range selection operation, specifically the neutral range selection operation, more specifically, the input side engagement mechanism according to the neutral instruction. If all are released, torque circulation occurs on the output shaft side, and as a result, the vehicle may be interlocked while the vehicle is running. However, in the invention according to claim 1, when the neutral instruction is issued from the driver when the output side engaging mechanism is all in the engaged state, the neutral instruction is suspended. It is possible to avoid the occurrence of torque circulation on the side. Therefore, unnecessary interlocking of the vehicle can be avoided and drivability can be improved.

  According to claim 2, when the outgear instruction is detected and it is detected that one of the first and second output engagement mechanisms is released, the outgear instruction is executed to execute the first and first Since the two-input engagement mechanism is configured to be released, out-gear can be executed without generating torque circulation in addition to the above-described effects. That is, since the outgear is executed only when it is detected that one of the output side engagement mechanisms is released, all the input side engagement mechanisms are released (outgear is executed). Even in this case, it is possible to reliably avoid the occurrence of torque circulation on the output shaft side.

  According to the third aspect, after releasing the first and second input engagement mechanisms, a driver's range selection operation, specifically a neutral range selection operation, more specifically, an in-gear instruction based on a neutral instruction is detected. In this case, since either the first or second input engagement mechanism is engaged according to the detected engagement state of the first or second output engagement mechanism, in addition to the effects described above, Even when the driver performs a travel range selection operation (re-in-gear instruction) after the neutral selection operation, it is possible to reliably avoid the occurrence of torque circulation on the output shaft side. In other words, the neutral instruction is executed and all the input side engagement mechanisms are released only when one of the output side engagement mechanisms is released. Even when there is an instruction, it is possible to reliably avoid the occurrence of torque circulation on the output shaft side. Further, since the input engagement mechanism to be engaged can be appropriately selected according to the engagement state of the output engagement mechanism, the shift control in the case of the re-in-gear instruction can be quickly executed.

  According to claim 4, when it is detected that the first output engagement mechanism is engaged, the second input engagement mechanism is released by engaging the first input engagement mechanism, When it is detected that the output engagement mechanism is engaged, the second input engagement mechanism is engaged to release the first input engagement mechanism. Even when there is an instruction, it is possible to reliably avoid the occurrence of torque circulation on the output shaft side, and it is possible to more quickly execute the shift control in the case of the re-in-gear instruction. .

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 shown in FIG. FIG. 2 is an explanatory diagram for explaining a case where torque circulation occurs on the output shaft side of the continuously variable transmission shown in FIG. 1. It is a flowchart explaining operation | movement of the control apparatus of the continuously variable transmission shown in FIG. FIG. 5 is a state transition diagram showing torque transmission path switching control executed based on the processing of the flowchart of FIG. 4.

  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 (deceleration) friction clutch 34a (first input engagement mechanism) and a HIGH (acceleration) 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 formed of a dog 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.

  FIG. 2 is an explanatory view schematically showing the operation of the continuously variable transmission T according to the embodiment of the present invention, more specifically, the torque transmission path switching control. In FIG. 2, the configuration of the continuously variable transmission T is simplified for convenience. 2 indicates the flow of driving force (torque) from the engine 10 (shown as “ENG” in FIGS. 2 and 3).

  In the LOW mode shown in FIG. 2A, as described above, the torque from the engine 10 is input to the first pulley 32a of the continuously variable transmission mechanism 32 via the first input path, and the belt 32c and the second pulley 32b are connected. Is transmitted to the drive wheel 12 (shown as “TYRE” in FIGS. 2 and 3) via the first output path and the output shaft 58.

  When switching from the LOW mode to the HIGH mode is started, the HIGH friction clutch 34b is engaged (ON) (FIG. 2B). When it is confirmed that the HIGH friction clutch 34b is engaged, the HIGH side shift fork is operated to engage the HIGH side dog clutch 62, and the LOW friction clutch 34a is released (OFF). The transmission through one input path is blocked (FIG. 2C).

  Further, the switch to the HIGH mode is completed by operating the LOW side shift fork to release the LOW side dog clutch 50 (FIG. 2D). The details of the torque transmission path switching control described above are described in Japanese Patent Application No. 2014-043441 previously proposed by the present applicant, and thus further description thereof is omitted. Also, switching control from the HIGH mode to the LOW mode is achieved by the same processing.

  Returning to FIG. 1 and continuing the description, a range selector 70 is provided in the vehicle driver's seat, and the driver can select any of the ranges such as P (parking), R (reverse), N (neutral), and D (forward). The forward / reverse switching mechanism 44 is switched by selecting. 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 travels forward or backward when the travel range D or R is selected, and does not travel When the range P or N is selected, the transmission of the driving force from the engine 10 to the driving wheel 12 is cut off.

  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 (rotational speed sensor) 86 according to the rotational speed N1 of the first sub input shaft 28, in other words, according to the rotational speed of the first pulley 32a. Outputs a pulse signal. Further, the second sub input shaft 30 is provided with an N2 sensor (rotation speed sensor) 88 to output a pulse signal corresponding to the rotation speed N2 of the second sub input shaft 30, in other words, the rotation speed of the second pulley 32b. To do.

  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. Further, a range selector switch 92 (out-gear instruction detecting means, in-gear instruction detecting means) is provided in the vicinity of the above-described range selector 70, and signals corresponding to ranges such as P, R, N, and D selected by the driver. Is output.

  Therefore, when a signal indicating a position such as P, R, or D is output from the range selector switch 92, it can be determined that an in-gear instruction has been issued from the driver. Further, when a signal indicating the N position is output, it can be determined (detected) that an outgear instruction has been issued from 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. .

  Here, the problem of the present invention will be described again with reference to FIG. FIG. 3 is an explanatory diagram for explaining a case where torque circulation occurs on the output shaft side of the continuously variable transmission T, more specifically, the belt 32c of the continuously variable transmission mechanism 32 and the first and second output paths. is there.

  As described with reference to FIG. 2C, in the continuously variable transmission T according to the embodiment of the present invention, any one of the LOW side dog clutch 50 and the HIGH side dog clutch 62 is executed during execution of the torque transmission path switching control. There is a so-called co-biting state where the teeth are engaged. In such a case, if both the input-side engagement mechanism, that is, the LOW friction clutch 34a and the HIGH friction clutch 34b are released, torque circulation as indicated by the arrow in FIG. 3 may occur on the output shaft side. .

  In particular, when the driver of the vehicle 14 operates the range selector 70 to select the N position, that is, when an outgear instruction is detected, in the conventional control of the continuously variable transmission T, the LOW friction clutch 34a. 3 and FIG. 3 when the outgear instruction from the driver is detected in a state where the LOW side / HIGH side dog clutches 50 and 62 are engaged with each other. The occurrence of torque circulation could not be avoided.

  Therefore, in the embodiment of the present invention, it is possible to avoid the occurrence of torque circulation even when the driver gives an outgear instruction when the LOW side / HIGH side dog clutches 50 and 62 are engaged. An object of the present invention is to provide a control device for the continuously variable transmission T.

  FIG. 4 is a flowchart explaining the operation of the shift controller 100 of the continuously variable transmission T, which is executed to achieve the above object, and FIG. 5 is a torque transmission executed based on the processing of the flowchart of FIG. It is a state transition diagram which shows route switching control. Note that the process of the flowchart of FIG. 4 is repeatedly executed at predetermined time intervals.

  In the following description, 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 in S10, a shift map prepared in advance is searched to obtain the target gear ratio of the continuously variable transmission T. calculate. Although not shown, the shift controller 100 determines whether to switch the continuously variable transmission T between the LOW mode and the HIGH mode based on the calculated target gear ratio, in other words, whether to switch the torque transmission path. It is determined whether or not (S: processing step).

  Next, in S12, it is determined whether or not the torque transmission path switching control of the continuously variable transmission T is being executed. That is, it is determined whether or not the torque transmission path switching control shown in FIG. 2 is being executed in order to achieve the calculated target speed ratio. Note that the determination in S12 does not matter whether the mode is switched from the LOW mode to the HIGH mode or the mode is switched from the HIGH mode to the LOW mode.

  When the result in S12 is negative, the LOW side / HIGH side dog clutches 50 and 62 are not in a co-engaged state, and therefore there is no possibility of torque circulation, so the following processing is skipped. On the other hand, when the result in S12 is affirmative, the program proceeds to S14, where it is determined based on the output of the range selector switch 92 whether or not an outgear instruction is given by the driver's neutral range selection operation.

  When the result in S14 is negative, that is, when it is determined that there is no outgear instruction by the driver's neutral range selection operation during execution of the torque transmission path switching control of the continuously variable transmission mechanism 32, the program proceeds to S16. In S16, it is determined whether or not the bit of the flag F indicating whether or not the outgear described later has been executed is 1. Since the initial value of the bit of the flag F is set to 0, the determination in S16 is negative in the first program loop. As a result, the program proceeds to S18 and normal torque transmission path switching control is continued.

  On the other hand, when the result in S14 is affirmative, that is, when it is determined (detected) that the driver has issued an outgear instruction by the neutral range selection operation during the torque transmission path switching control of the continuously variable transmission mechanism 32, the program proceeds to S20. Then, it is determined whether or not both the LOW side / HIGH side dog clutches 50 and 62 are engaged. That is, it is determined whether or not there is a possibility of torque circulation. Note that the determination in S20 is made based on the outputs of the first and second stroke sensors 96, 98.

  If the result in S20 is affirmative, in other words, if it is determined that there is a possibility that torque circulation may occur if the LOW / HIGH friction clutches 34a, 34b are released in response to an outgear instruction by the driver's neutral range selection operation. Advances to S22, waits for (holds) the outgear instruction, and executes (continues) normal torque transmission path switching control as in S18.

  On the other hand, when the result in S20 is negative, that is, when the driver has issued an outgear instruction by the neutral range selection operation, one of the LOW side / HIGH side dog clutches 50 and 62 is released ( For example, when it is determined (detected) that it is in the state of FIG. 2 (b), the program proceeds to S24, and after executing an outgear that releases both the LOW / HIGH friction clutches 34a and 34b, the outgear is performed in S26. The bit of the flag F indicating that has been executed is set to 1, and the program is terminated.

  That is, if only one of the LOW side / HIGH side dog clutches 50, 62 is engaged, the LOW / HIGH friction clutches 34a, 34b are turned on in response to an outgear instruction by the driver's neutral range selection operation. Since there is no possibility that torque circulation will occur even if both are released, if the result is negative in S20, the driving feeling felt by the driver is not impaired by executing the outgear according to the driver's instruction. It was configured as follows.

  In the case of NO in S20, it is determined that both the LOW side / HIGH side dog clutches 50 and 62 are engaged (Yes in S20) and the outgear instruction is put on hold. This includes a case in which one of the LOW side / HIGH side dog clutches 50 and 62 is released as a result of continuing the path switching control.

  When the bit of the flag F is set to 1 in S26, and the in-gear instruction (re-in-gear instruction) is given again by the driving range selection operation by the driver while the torque transmission path switching control is being executed (YES in S12). (NO in S14), the determination in S16 is affirmed and the program proceeds to S28. In S28, it is determined whether or not the LOW side dog clutch 50 is engaged. That is, as apparent from the above, it is determined that one of the LOW side / HIGH side dog clutches 50 and 62 is released in the immediately preceding program loop when the flag F bit is set to 1. Therefore, the determination in S28 corresponds to determining which of the LOW side / HIGH side dog clutches 50 and 62 is engaged.

  It is not an essential process because it is not normally assumed, but in addition to or in addition to the process of S22, the process of resetting the flag F bit to 0 is added to set the flag F bit to 1. You may comprise so that the scene set to may be limited reliably.

  When the result in S28 is affirmative, that is, when it is determined (detected) that the engaged LOW side dog clutch 50 is engaged, the program proceeds to S30, and the LOW friction clutch 34a is engaged and the HIGH side dog clutch 50 is engaged. 62 is released (more accurately, the released state of the HIGH side dog clutch 62 is maintained) and the LOW mode (see FIG. 2A) is established. Then, in S32, the bit of the flag F is reset to 0 and the program is executed. finish.

  On the other hand, if the result in S28 is negative, that is, if it is determined (detected) that the engaged dog clutch 62 is engaged, the program proceeds to S34 where the HIGH friction clutch 34b is engaged and LOW After releasing the side dog clutch 50 (more precisely, maintaining the released state of the LOW side dog clutch 50) and establishing the HIGH mode (see FIG. 2D), the flag F bit is reset to 0 in S36. Exit the program.

  Also, as shown in the state transition diagram of FIG. 5, when an outgear instruction is detected with both the LOW side / HIGH side dog clutches 50 and 62 engaged (YES in S20), the outgear instruction is temporarily suspended. (S22). Thereafter, when it is determined that the switching control is continued and one of the LOW side / HIGH side dog clutches 50 and 62 is released (NO in S20), an outgear instruction is executed (S24), and then the re-in-gear is performed. If there is an instruction, the LOW / HIGH friction clutches 34a and 34b are engaged according to the engaged state of the LOW side / HIGH side dog clutches 50 and 62, and the torque transmission path switching control is terminated (S28-S36).

  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 (first reduction gear 36 → second reduction gear 38 → first auxiliary input shaft 28) for inputting the torque of the engine 10 to the first pulley 32a, and the engine input from the main input shaft 26. 10 g A second input path (first speed increasing gear 40 → second speed increasing gear 42 → second auxiliary input shaft 30) for inputting the torque to the second pulley 32b and the first input path. A first input engagement mechanism (LOW friction clutch) 34a that engages the input shaft 26 and the first pulley 32a; and the main input shaft 26 and the second pulley 32b that are inserted in the second input path. The second input engagement mechanism (HIGH friction clutch) 34b that engages the second pulley 32b, and the torque transmitted through the first input path and the belt 32c is transmitted to the output shaft. 58 (second auxiliary input shaft 30 → forward / reverse switching mechanism 44 → second acceleration gear 42 → first acceleration gear 40 → third reduction gear 48 → intermediate output shaft 46 → first final) Drive gear 52 → final driven 56 → differential mechanism 54) and a second output path (not shown) that is connected to the first pulley 32a and that outputs the torque transmitted through the second input path and the belt 32c to the output shaft 58. First auxiliary input shaft 28 → second final drive gear 60 → final driven gear 56 → differential mechanism 54), and the continuously variable transmission mechanism 32 and the output shaft 58 are engaged with each other through the first output path. A first output engagement mechanism (LOW side shift fork, LOW side dog clutch 50) that engages the continuously variable transmission mechanism 32 and the output shaft 58 by being inserted into the second output path. In the control device for continuously variable transmission T having a combined mechanism (HIGH side shift fork, HIGH side dog clutch 62), the LOW / HIGH friction clutch 34a, 34b and control means (shift controller 100) for controlling the operation of the LOW side / HIGH side dog clutches 50, 62, and an engagement state detection means for detecting the engagement state of the LOW side / HIGH side dog clutches 50, 62 (First and second stroke sensors 96, 98) and a range selection operation of the driver of the vehicle 14, specifically a neutral range selection operation, more specifically, the LOW / HIGH friction clutch 34a, 34b, an outgear instruction detecting means (range selector switch 92, shift controller 100, S14) for detecting an outgear instruction for instructing the release of 34b. Is detected and the engaged state When the output means detects that the LOW side / HIGH side dog clutches 50, 62 are both engaged, the outgear instruction is suspended (S14, S20, S22). It is possible to avoid the occurrence of torque circulation. That is, when all of the output side engaging mechanisms (LOW side / HIGH side dog clutches 50, 62) are engaged, a range selection operation from the driver, specifically, a neutral range selection operation, more specifically, If the input side engagement mechanism (LOW / HIGH friction clutches 34a, 34b) is completely released in response to the neutral instruction, torque circulation occurs on the output shaft 58 side. As a result, the vehicle 14 is traveling. There is a risk that the vehicle 14 will be interlocked. However, in the embodiment of the present invention, when the neutral instruction is issued from the driver when the output side LOW side / HIGH side dog clutches 50 and 62 are all engaged, the neutral instruction is suspended. Therefore, it is possible to avoid the occurrence of torque circulation on the output shaft 58 side. Therefore, it is possible to avoid the vehicle 14 being unnecessarily interlocked, and drivability can be improved.

  Further, the control means (shift controller 100) detects the outgear instruction by the outgear instruction detection means, and releases either the LOW side / HIGH side dog clutches 50, 62 by the engagement state detection means. Since it is configured to execute the outgear instruction and release both the LOW / HIGH friction clutches 34a and 34b (S14, S20, and S24) when it is detected that the torque is detected, in addition to the effects described above, torque It is possible to execute outgear without causing circulation. That is, since the out-gear is executed only when it is detected that one of the output side LOW side / HIGH side dog clutches 50 and 62 is released, the input side LOW / HIGH friction clutch Even when all of 34a and 34b are released (out gear is executed), it is possible to reliably avoid the occurrence of torque circulation on the output shaft 58 side.

  The vehicle 14 further includes an in-gear instruction detection means (range selector switch 92, shift controller 100, S14) for detecting an in-gear instruction by a range selection operation of the driver of the vehicle 14, more specifically, a travel range selection operation, and the control means. When the in-gear instruction is detected by the in-gear instruction detecting means after releasing the LOW / HIGH friction clutches 34a, 34b, the shift controller 100 detects the detected LOW side / HIGH side dog clutches 50, 62. Since either one of the LOW / HIGH friction clutches 34a and 34b is engaged according to the engaged state (S14, S16, S28 to S36), in addition to the above-described effects, the driver can perform a neutral range selection operation. When a driving range selection operation (re-in gear instruction) is performed later Even torque circulate in the output shaft 58 side can be reliably prevented from occurring. That is, the neutral instruction is executed and the input side LOW / HIGH friction clutches 34a, 34b are all released when either the output side LOW / HIGH side dog clutches 50, 62 are released. Therefore, even if a re-in gear instruction is issued after the neutral instruction is executed, it is possible to reliably avoid the occurrence of torque circulation on the output shaft side. Further, since the LOW / HIGH friction clutches 34a and 34b to be engaged can be appropriately selected in accordance with the engagement state of the LOW side / HIGH side dog clutches 50 and 62, the shift control in the case of the re-in gear instruction is quickly performed. It becomes possible to execute.

  Further, the control means (shift controller 100) engages the LOW friction clutch 34a and engages the HIGH friction clutch when the engagement state detection means detects that the LOW side dog clutch 50 is engaged. 34b is disengaged, and when the HIGH side dog clutch 62 is detected to be engaged, the HIGH friction clutch 34b is engaged to release the LOW friction clutch 34a. In addition, even when the re-in gear instruction is issued, it is possible to reliably avoid the occurrence of torque circulation on the output shaft side, and to perform the shift control in the case of the re-in gear instruction even more quickly. It becomes possible.

  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 that of the continuously variable transmission T shown in a simplified manner in FIG. This is applicable to any continuously variable transmission T as long as it corresponds to the configuration.

  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, the friction type clutch mechanism has been described as the first and second input engagement mechanisms, and the meshing type dog clutch has been described as the first and second output engagement mechanisms. However, the present invention is not limited to this. All the input / output engagement mechanisms 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.

  According to this invention, the first and second pulleys, the continuously variable transmission mechanism having the endless flexible member, the first and second input paths for inputting the driving force of the driving source to the first and second pulleys, respectively. , First and second input engagement mechanisms respectively inserted in the first and second input paths, driving force transmitted through the first input path and the endless flexible member, second input path and endless Steplessly provided with first and second output paths for outputting driving force transmitted through the flexible member, and first and second output engagement mechanisms respectively inserted in the first and second output paths. The transmission control device is configured to hold the outgear instruction when an outgear instruction by the driver is detected and the first and second output engagement mechanisms are detected to be engaged. It is possible to avoid the occurrence of torque circulation on the output shaft side. That.

  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 mechanism) Mechanism) 96 first stroke sensor, 98 a 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 operations of the first and second input engagement mechanisms and the first and second output engagement mechanisms, and an engagement state detection for detecting the engagement states of the first and second output engagement mechanisms And first and second input engagement mechanisms by a range selection operation of the vehicle driver. An outgear instruction detecting means for detecting an outgear instruction for instructing release, wherein the control means detects the outgear instruction by the outgear instruction detecting means, and the first and second are detected by the engagement state detecting means. A control device for a continuously variable transmission, wherein the outgear instruction is withheld when it is detected that both output engagement mechanisms are engaged.   The control means detects that the outgear instruction is detected by the outgear instruction detection means, and one of the first and second output engagement mechanisms is released by the engagement state detection means. 2. The continuously variable transmission control device according to claim 1, wherein the outgear instruction is executed to release both the first and second input engagement mechanisms.   In-gear instruction detecting means for detecting an in-gear instruction by a range selection operation of the driver of the vehicle, the control means releases the first and second input engagement mechanisms, and then the in-gear instruction detecting means performs the in-gear instruction detecting means. When the instruction is detected, the first or second input engagement mechanism is engaged according to the detected engagement state of the first or second output engagement mechanism. Item 3. The control device for the continuously variable transmission according to Item 2.   The control means engages the first input engagement mechanism to detect the second input engagement mechanism when the engagement state detection means detects that the first output engagement mechanism is engaged. And when the second output engagement mechanism is detected to be engaged, the second input engagement mechanism is engaged to release the first input engagement mechanism. The control device for a continuously variable transmission according to claim 3.

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