JP6291656B2 - 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, in order to increase the overall transmission ratio, 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 is 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.

  In addition to continuously variable transmissions equipped with a sub-transmission mechanism, the speed ratio of the continuously variable transmission mechanism is set to the maximum gear ratio when the vehicle starts, ensuring driving force when restarting and improving the starting performance. However, if the vehicle decelerates rapidly while driving at a high speed, the speed ratio of the continuously variable transmission mechanism cannot be shifted to the maximum speed ratio in time, and the start performance at the time of restart may be reduced. There is.

  Therefore, in the technique described in Patent Document 2, a gear drive at the time of sudden deceleration is promoted by attaching a motor-driven roller to a belt tensioner provided in the belt portion of the continuously variable transmission mechanism.

International Publication No. 2013/175568 JP 2005-331079 A

  However, in the technique described in Patent Document 2, a motor-driven roller must be attached as a means for accelerating a shift at the time of sudden deceleration, so that the structure is complicated by that amount and problems such as an increase in cost are avoided. There is an inconvenience that it cannot be done.

  Further, in a continuously variable transmission having a plurality of torque transmission paths, such as a continuously variable transmission having a subtransmission mechanism, switching control of the subtransmission mechanism is also performed in order to change from a high-speed traveling state to a restarting state. Therefore, if the shift control is performed according to a normal procedure, the shift operation may not be in time for sudden deceleration during high-speed traveling, and there is a possibility that the driving force at the time of restart cannot be secured sufficiently.

  Accordingly, an object of the present invention is to solve the above-described problems, and in a continuously variable transmission having a plurality of torque transmission paths, the speed ratio of the continuously variable transmission mechanism is maximized even when the vehicle decelerates rapidly during high speed traveling. It is an object of the present invention to provide a control device for a continuously variable transmission that can shift to a gear ratio and thus improve the starting performance at the time of restart.

In order to solve the above-described problem, according to claim 1, an input shaft connected to a drive source mounted on a vehicle, and an output shaft connected to the input shaft and a drive wheel of the vehicle. And a continuously variable transmission mechanism for steplessly shifting the driving force of the driving source input from the input shaft, and a driving force of the driving source input from the input shaft of the continuously variable transmission mechanism. A low-speed input path that inputs to one end side, a high-speed input path that inputs the driving force of the drive source input from the input shaft to the other end side of the continuously variable transmission mechanism, the low-speed input path, and the high-speed input path An input path switching means for selectively switching an input path through which the driving force input from the input shaft is to be transmitted, and a control means for controlling operations of the continuously variable transmission mechanism and the input path switching means. In the continuously variable transmission control device provided, Vehicle speed detection means for detecting the vehicle speed of the vehicle, sudden deceleration determination means for determining whether or not the vehicle has suddenly decelerated, and when it is determined that the vehicle has suddenly decelerated, the driving force of the drive source is the high-speed input Travel state determination means for determining whether or not the vehicle is in a predetermined travel state input to the continuously variable transmission mechanism via a route, and the control means is configured to perform the predetermined travel when the vehicle decelerates rapidly. When determined to be in a state, the gear ratio of the continuously variable transmission mechanism is maintained at a predetermined gear ratio, and thereafter , the input path is switched when the detected vehicle speed falls below a predetermined speed.

  According to a second aspect of the present invention, the continuously variable transmission mechanism is configured to include a first pulley, a second pulley, and an endless flexible member that is wound around the first pulley and the second pulley.

  According to a third aspect of the present invention, the predetermined traveling state is configured such that the driving force of the driving source is input to the continuously variable transmission mechanism via the high-speed input path and the cruise traveling state.

According to the first aspect of the present invention, a continuously variable transmission mechanism that continuously changes the driving force of the drive source, a low speed input path that inputs the driving force to one end side of the continuously variable transmission mechanism, and a high speed that inputs the driving force to the other end side. In a continuously variable transmission control device including an input route, an input route switching unit that selectively switches the input route, and a control unit that controls the continuously variable transmission mechanism and the input route switching unit, the vehicle suddenly decelerates. When determined, it is determined whether or not the vehicle is in a predetermined traveling state, and when it is determined that the vehicle is in a predetermined traveling state when suddenly decelerated, the transmission ratio of the continuously variable transmission mechanism is maintained at the predetermined transmission ratio ; After that , since the input path is switched when the vehicle speed becomes equal to or lower than the predetermined speed, the continuously variable transmission mechanism can be easily shifted from the high speed running state to the restarted state, and the input path Reduce the time required for switching Rukoto is possible.

  That is, even in the case of sudden deceleration, since the gear ratio of the continuously variable transmission mechanism is only maintained at a predetermined gear ratio, there is no need to separately provide a mechanism for performing gear shifting during sudden deceleration, Although the configuration is simple, the continuously variable transmission mechanism can be easily shifted to the re-starting state.

  In the case of a continuously variable transmission having a plurality of torque transmission paths, if the vehicle is decelerated during high-speed travel, in addition to the shift control of the continuously variable transmission mechanism, the input path is Since it is necessary to switch from the input path to the low speed input path, the shift control is complicated and requires time. In particular, when switching the input path, it is necessary to perform torque down control to prevent wear of gear mechanisms constituting the low-speed / high-speed input path and shift shocks. It will be necessary. However, the invention according to claim 1 is configured such that the input path to the continuously variable transmission mechanism is reversed between the low-speed input path and the high-speed input path. The input path is not switched until the speed becomes equal to or lower than the predetermined speed, and only the speed change control for maintaining the speed ratio of the continuously variable transmission mechanism at the predetermined speed ratio is executed. That is, it becomes possible to establish the maximum gear ratio. In addition, the input path is switched after the vehicle speed falls below a predetermined speed, in other words, the input path is switched after the torque transmitted through the continuously variable transmission mechanism is sufficiently small. Therefore, it is possible to prevent gear mechanism wear and shift shocks without performing torque-down control, and to reduce the time required for switching the input path accordingly.

  In the second aspect, the continuously variable transmission mechanism is configured to include the first pulley, the second pulley, and the endless flexible member that is hung between them. The durability of the step transmission mechanism can be improved and / or the weight can be reduced.

  That is, in the continuously variable transmission mechanism having the first and second pulleys and the endless flexible member, when the vehicle is suddenly decelerated while traveling at high speed, if the shift control is executed by a normal procedure, the first, first, Since the lateral pressure supplied to the two pulleys must be controlled to change the groove widths of the first and second pulleys, the first and second pulleys and the endless flexible member wound around the first and second pulleys accordingly. However, it is possible to improve the durability of the first and second pulleys and the endless flexible member, and to reduce the weight accordingly. It becomes possible.

  In the invention according to claim 3, the predetermined traveling state is configured such that the driving force of the driving source is input to the continuously variable transmission mechanism via the high-speed input path and is in the cruise traveling state. In addition to the effects described above, the continuously variable transmission mechanism can be shifted more easily from the high-speed running state to the restarting state. That is, in the cruise traveling state, the speed ratio of the continuously variable transmission mechanism is set to the minimum speed ratio, but here the torque input path to the continuously variable transmission mechanism is reversed from the high speed input path to the low speed input path. Thus, the maximum gear ratio that is the state at the time of restart can be established reliably and easily without changing the elements constituting the continuously variable transmission mechanism.

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. FIG. 3 is an explanatory diagram schematically showing a switching operation of a normal torque transmission path in 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. 3 is an explanatory diagram schematically showing a torque transmission path switching operation executed according to the processing of the flow chart of 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 arranged in the intake system of the engine 10 is disconnected from the accelerator pedal 18 arranged on the floor surface of the driver's seat, and is a DBW (Drive By Wire) mechanism 19 composed of an actuator such as an electric motor. And is opened and closed by the DBW mechanism 19.

  A brake pedal 20 is disposed on the driver's seat floor of the vehicle 10, and when the driver depresses the brake pedal 20, the depressing force is increased by the master back 20a and transmitted from the master cylinder 20b to the disc brake 20c. The disc brake 20c is operated to brake (decelerate) the vehicle 10.

  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 an endless flexible member, for example, a metal belt 32c that 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 (input path switching means) including a LOW friction clutch 34a (low speed input engagement mechanism) and a HIGH friction clutch 34b (high speed 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 low speed 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 high speed 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 a low speed 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 through which torque is transmitted 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 low speed 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 a high-speed output engagement mechanism.

  In this specification, a 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 output at high speed. This is called a route.

  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, i _{red represents} the gear ratio of the low-speed input path (first reduction gear 36 to second reduction gear 38), and i _{ind represents} the gear ratio of the high-speed input path (first acceleration gear 40 to second acceleration gear 42). If the minimum speed ratio of the first pulley 32a of the continuously variable transmission mechanism 32 to the second pulley 32b and i _min, is set to be _{i red × i min = i i} nd. Further, the low-speed 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 final driven. When the gear ratio of the gear 56) is i _out1 and the gear ratio of the high-speed 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 speed ratio from the first pulley 32a to the second pulley 32b of the continuously variable transmission mechanism 32 is set to the minimum speed ratio i _min , the transmission path composed of the low speed input path and the low speed output path is more accurately. Is composed of a gear ratio of a torque transmission path (torque transmission path in the LOW mode) passing from the low speed input path to the first pulley 32a, the belt 32c, the second pulley 32b, and the low speed output path, and a high speed input path and a high speed output path. More precisely, the speed ratio of the torque transmission path (torque transmission path in the HIGH mode) passing from the high speed input path to the second pulley 32b, the belt 32c, the first pulley 32a and the high speed output path is the same. It becomes the gear ratio.

Further, in order to reduce the shift shock when switching the torque transmission path, it is not preferable that the transmission ratio changes due to the switching of the transmission path. Therefore, the above-described change from the first pulley 32a to the second pulley 32b is not preferable. The minimum speed ratio i _{min in the} path is the switching speed ratio set when the torque transmission path is switched.

  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 → low speed 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 → low speed 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 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 high speed input path (more specifically, the first speed increasing 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 → high-speed output path (more specifically, the first auxiliary 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.

  A range selector 70 is provided at the vehicle driver's seat, and the driver selects one of the ranges such as P (parking), R (reverse), N (neutral), D (forward), etc., for example, a forward / reverse switching mechanism. 44 is switched. 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 P or N as the range is selected, transmission of driving force (torque) 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 19 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. A brake switch 81 is provided in the vicinity of the brake pedal 20 and outputs an ON signal when the driver operates the brake pedal 20. 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; vehicle speed detection means) 90 is provided in the vicinity of the second final drive gear 60 and outputs a pulse signal indicating the vehicle speed V, which means the traveling speed of the vehicle 14. 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 stroke sensors 96, 98 are provided in the vicinity of the low speed / high speed output engagement mechanism, more specifically, the LOW side / HIGH side dog clutches 50, 62, and the LOW side / HIGH side dog clutches 50, 62 are provided. A signal corresponding to the amount of movement is output.

  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 controls the operation of the DBW mechanism 19 by determining the target throttle opening based on the sensor output described above, and controls the operation of an ignition device such as an injector or a spark plug by determining the fuel injection amount and the ignition timing. 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. 2 shows a normal torque transmission path switching operation in the continuously variable transmission T, more precisely, when the vehicle 14 stops after decelerating from a state where the vehicle is traveling at high speed (HIGH mode). It is explanatory drawing which shows typically the operation | movement performed. 2 and FIG. 4 described later, the engine 10 is indicated as “ENG”, and the drive wheels 12 are indicated as “Tire”.

  FIG. 2A shows a torque transmission path when the vehicle 14 is traveling at a high speed (HIGH mode). As described above, in this state, the HIGH friction clutch 34b and the HIGH side dog clutch 62 are engaged, while the LOW friction clutch 34a and the LOW side dog clutch 50 are released.

  Further, since the vehicle is traveling at a high speed, the gear ratio of the continuously variable transmission mechanism 32 is set to the minimum gear ratio (HIGH mode minimum gear ratio). Specifically, the lateral pressure of the first and second pulleys 32a and 32b is controlled to change the groove width, and the winding radius of the second pulley 32b on the input side in the HIGH mode is set to the maximum value, The winding radius of the first pulley 32a on the output side is set to the minimum value.

  In this state, when the driver depresses the brake pedal 20 to reduce the vehicle speed V, the torque transmission path switching control shown in FIG. 2B is executed.

  Specifically, the lateral pressure of the first and second pulleys 32a and 32b is controlled to change the groove width thereof, and the transmission ratio of the continuously variable transmission mechanism 32 is set to the switching transmission ratio and transmitted via the belt 32c. After the torque down control is executed so that the torque to be applied becomes zero, the LOW friction clutch 34a and the LOW side dog clutch 50 are engaged.

  Further, the HIGH friction clutch 34b and the HIGH side dog clutch 62 are released to establish the LOW mode. Further, when the vehicle 14 stops, it is necessary to set the gear ratio of the continuously variable transmission mechanism 32 to the maximum gear ratio (LOW mode maximum gear ratio) in order to ensure the driving force at the time of restart. Specifically, the lateral pressure of the first and second pulleys 32a and 32b is controlled to change the groove width, and the winding radius of the first pulley 32a on the input side in the LOW mode is set to the minimum value, The winding radius of the second pulley 32b on the output side is set to the maximum value (FIG. 2 (c)).

  As described with reference to FIG. 2, when the vehicle 14 is decelerated during high speed traveling and stopped, if the speed change control is executed according to a normal procedure, the speed ratio of the continuously variable transmission mechanism 32 needs to be changed twice. At the same time, it is necessary to execute control (torque down, torque up control) of torque transmitted through the belt 32c in order to reduce a shock at the time of shifting. For this reason, when the vehicle 14 is suddenly decelerated during high-speed traveling and stopped, the shifting operation is not completed if the above-described control is performed, and the driving force at the time of re-starting may not be sufficiently secured. There is.

  However, as is clear from the comparison between FIG. 2A and FIG. 2C, the setting of the first and second pulleys 32a and 32b and the belt 32c during the high speed traveling (HIGH mode minimum speed ratio) and the vehicle 14 These settings (LOW mode maximum gear ratio) at the time of standby for restarting are substantially the same settings, and both are the settings of the LOW / HIGH friction clutches 34a and 34b and the LOW side / HIGH side dog clutches 50 and 62. Only the engaged state is different.

  The inventor of the present application pays attention to such a fact, and even if the vehicle 14 suddenly decelerates while traveling at high speed, the present invention is intended to make it possible to shift the speed ratio of the continuously variable transmission mechanism 32 to the maximum speed ratio. It was made. 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.

  FIG. 3 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. Note that the processing in FIG. 3 is repeatedly executed at predetermined time intervals.

  Explaining below, in S10, it is determined whether or not the vehicle 14 has suddenly decelerated, for example, a panic brake. The determination of S10 is to determine whether or not the deceleration ΔV of the vehicle speed V exceeds a predetermined value, or whether or not the rate of decrease in the engine speed NE obtained from the output of the crank angle sensor 74 exceeds a predetermined value. Done in

  The panic brake means a so-called sudden brake in which the disc brake 20c is operated by a driver with a pedaling force exceeding a specified value and the wheels such as the drive wheels 12 may be locked. However, this embodiment is not limited to the panic brake, but can be widely applied when there is a sudden deceleration during high-speed traveling.

  When the result in S10 is negative, the following processing is skipped and the routine proceeds to S12, where normal shift control is executed. On the other hand, if the result in S10 is affirmative, the program proceeds to S14, in which it is determined whether or not the vehicle 14 is traveling in the HIGH mode (in a predetermined traveling state).

When the result in S14 is negative, it is not necessary to switch the mode of the continuously variable transmission T, and it can be determined that the speed change operation is in time even by the normal speed change control, so the following process is skipped and the process proceeds to S12. On the other hand, if the result in S14 is affirmative, the program proceeds to S16, where the speed ratio of the continuously variable transmission mechanism 32 is set to a predetermined speed ratio, more specifically, the LOW mode maximum speed ratio (maximum from the first pulley 32a to the second pulley 32b). The gear ratio i _max ) is set (maintained).

  As described above, the settings of the first and second pulleys 32a and 32b and the belt 32c (HIGH mode minimum speed ratio) during high speed (cruise) traveling and these settings when the vehicle 14 stops (LOW mode maximum speed change). The ratio is substantially the same setting. Accordingly, in S16, the transmission mode of the continuously variable transmission T is not switched, and the transmission ratio of the continuously variable transmission mechanism 32 is set to the HIGH mode minimum transmission ratio (LOW mode maximum transmission ratio), that is, to the transmission ratio during cruise driving. It was set and maintained.

  In S14, in addition to determining whether or not the vehicle 14 is traveling in the HIGH mode (instead of), it is determined whether or not the vehicle 14 is traveling at a high speed at a predetermined speed or higher, for example, a cruise traveling state. You may do it. In the cruise running state, the speed ratio of the continuously variable transmission mechanism 32 is set to the minimum speed ratio (or a speed ratio close thereto) in the HIGH mode. In this case, it is not necessary to change the speed ratio in S16. It is only necessary to maintain the gear ratio in that state. Therefore, when configured as described above, it is possible to establish the LOW mode maximum gear ratio which is a state at the time of re-starting reliably and easily.

  Thereafter, the program proceeds to S18 and determines whether or not the vehicle speed V is equal to or lower than a predetermined speed. The determination in S18 is whether or not switching of the torque transmission path can be performed without causing a shift shock without executing control of torque transmitted through the belt 32c of the continuously variable transmission mechanism 32 (torque down control). This is equivalent to judging. Therefore, the above-mentioned predetermined speed is set to a value in the vicinity of 0 km / h, and is set to a value with which it can be determined whether or not the vehicle 14 is stopped or almost stopped.

  When the result in S18 is negative, the process returns to S10 and the above-described processing is repeated. When the result in S18 is positive, the process proceeds to S20, and torque transmission path switching control is executed. That is, the LOW mode is established to prepare for re-starting. More specifically, after the HIGH friction clutch 34b is released, the HIGH side dog clutch 62 is released, while the LOW side dog clutch 50 is engaged, and the LOW friction clutch is further engaged. 34a is engaged to establish a LOW mode.

  That is, after confirming that the vehicle 14 has stopped (or almost stopped), the HIGH friction clutch 34b is first released, and the input engagement mechanisms (LOW / HIGH friction clutches 34a, 34b) are both disconnected from the engine 10. The stall of the engine 10 was prevented.

  FIG. 4 is an explanatory diagram schematically showing a torque transmission path switching operation executed in accordance with the processing of the flowchart of FIG.

  4A shows a torque transmission path in a state where the vehicle 14 is traveling at a high speed (HIGH mode), as in FIG. 2A.

  In this state, if the driver is instructed to decelerate suddenly by depressing the brake pedal 20, the speed ratio of the continuously variable transmission mechanism 32 is maintained, unlike the normal procedure described with reference to FIG. (S16).

  Further, if it is determined that the vehicle 14 has stopped or substantially stopped (YES in S18), the LOW / HIGH friction clutches 34a, 34b and the LOW / HIGH dog clutches 50, 62 are switched (switched) (S20). In preparation for re-start (FIG. 4B).

  That is, it is not necessary to execute the control of the side pressure supplied to the first and second pulleys 32a and 32b as described with reference to FIG. 2, and the LOW / HIGH friction clutches 34a and 34b and the LOW / HIGH side dog clutch 50 are used. , 62 can be executed to set the continuously variable transmission T to the re-starting state.

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 main input shaft 26, and the A continuously variable transmission mechanism 32 that is inserted between an output shaft 58 connected to the engine 10 of the vehicle 14 and continuously changes the torque (driving force) of the engine 10 input from the main input shaft 26; A low-speed input path for inputting the torque of the engine 10 input from the main input shaft 26 to one end side (more specifically, the first pulley 32a side) of the continuously variable transmission mechanism 32, and the main input shaft A high-speed input path for inputting the torque of the engine 10 input from 26 to the other end side (more specifically, the second pulley 32b side) of the continuously variable transmission mechanism 32, the low-speed input path, and the high-speed input. Of the path, the main input shaft Input path switching means (input switching mechanism 34; LOW friction clutch 34a, HIGH friction clutch 34b), the continuously variable transmission mechanism 32, and the input path In a control device (shift controller 100) for a continuously variable transmission T provided with control means (shift controller 100) for controlling the operation of the switching means, vehicle speed detection means (vehicle speed sensor 90) for detecting the vehicle speed V of the vehicle 14. And a rapid deceleration determination means (shift controller 100. S10) for determining whether or not the vehicle 14 has suddenly decelerated, and when it is determined that the vehicle 14 has decelerated rapidly, Travel state determination means for determining whether or not the vehicle is in a predetermined travel state input to the continuously variable transmission mechanism 32 Controller 100. S14), and the control means determines the gear ratio of the continuously variable transmission mechanism 32 to a predetermined gear ratio when the vehicle 14 is determined to be in the predetermined traveling state when the vehicle 14 is suddenly decelerated. (HIGH mode minimum speed ratio, LOW mode maximum speed ratio) are maintained , and thereafter , when the detected vehicle speed V becomes a predetermined speed or less, the input path is switched (shift controller 100; S16 to S20). With this configuration, the continuously variable transmission mechanism 32 can be easily shifted from the high-speed running state to the re-starting state, and the time required for switching the input path (torque transmission path) can be shortened. .

  That is, even in the case of sudden deceleration, the speed ratio of the continuously variable transmission mechanism 32 is only maintained at a predetermined speed ratio (HIGH mode minimum speed ratio or LOW mode maximum speed ratio). It is not necessary to separately provide a mechanism for performing a shift in the above, and the continuously variable transmission mechanism 32 can be easily shifted to the state at the time of re-starting with a simple configuration.

  Further, in a continuously variable transmission having a plurality of torque transmission paths, in the normal procedure, when the vehicle 14 is decelerated during high speed travel, in addition to the shift control of the continuously variable transmission mechanism 32, the input path It is necessary to switch the (torque transmission path) from the high-speed input path to the low-speed input path, and the shift control is complicated and requires time. In particular, when switching torque transmission paths, gear mechanisms (LOW / HIGH friction clutches 32a and 32b and low / high speed output engagement mechanisms (LOW side / HIGH side shift) constituting a low speed / high speed input path and a low speed / high speed output path are used. Torque down control for preventing wear of the fork, LOW side / HIGH side dog clutches 50, 62)) and shift shock is also required, and switching of the torque transmission path takes a considerable amount of time. However, in the present invention, the low-speed input path and the high-speed input path are configured such that the input path to the continuously variable transmission mechanism 32 is reversed, and the vehicle speed V is predetermined when there is a sudden deceleration during high-speed traveling. The input path is not switched (in other words, the shift mode is not switched) until the speed becomes lower than the speed, and the speed ratio of the continuously variable transmission mechanism 32 is set to a predetermined speed ratio (HIGH mode minimum speed ratio or LOW mode maximum speed ratio). Since only the shift control to be maintained is executed, it is possible to easily establish the state at the time of restart, that is, the maximum gear ratio. Further, the torque transmission path is switched after the vehicle speed V becomes equal to or lower than the predetermined speed. In other words, the torque transmission path is switched after the torque transmitted through the continuously variable transmission mechanism 32 becomes sufficiently small. With this configuration, it is possible to prevent gear mechanism wear and shift shocks without performing torque-down control, and to shorten the time required for switching the torque transmission path accordingly.

  The continuously variable transmission mechanism 32 includes a first pulley 32a, a second pulley 32b, and an endless flexible member (belt) 32c that is wound around the first pulley 32a and the second pulley 32b. Since it comprised, in addition to an above-described effect, while being able to improve the durability of the continuously variable transmission mechanism 32, it becomes possible to achieve weight reduction.

  That is, in the continuously variable transmission mechanism 32 having the first and second pulleys 32a and 32b and the endless flexible member (belt 32c), when the vehicle 14 suddenly decelerates during high speed traveling, the speed is changed by a normal procedure. When the control is executed, the lateral pressure supplied to the first and second pulleys 32a and 32b must be controlled to change the groove widths of the first and second pulleys 32a and 32b. Although there is a possibility that the second pulleys 32a and 32b and the belt 32c wound around the second pulleys 32a and 32b may be worn out, such inconvenience can be eliminated, so that the durability of the first and second pulleys 32a and 32b and the belt 32c is improved. In addition, the weight can be reduced accordingly.

  Further, the predetermined running state is configured such that the torque of the engine 10 is input to the continuously variable transmission mechanism 32 via the high-speed input path and is in a cruise running state. The continuously variable transmission mechanism 32 can be shifted more easily from the high-speed running state to the restarting state. That is, in the cruise traveling state, the speed ratio of the continuously variable transmission mechanism 32 is set to the minimum speed ratio, but here the torque input path to the continuously variable transmission mechanism 32 is changed from the high speed input path to the low speed input path. By reversing the speed, the maximum gear ratio, which is the state at the time of restarting, is established reliably and easily without changing the elements (first and second pulleys 32a, 32b, belt 32c) constituting the continuously variable transmission mechanism 32. can do.

  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.

  Further, the friction clutch mechanism has been described as an example of the low speed / high speed input engagement mechanism, and the meshing clutch mechanism has been described as the low speed / high speed output engagement mechanism. However, the present invention is not limited to this example. May be constituted by a friction clutch.

  According to this invention, the continuously variable transmission mechanism that continuously changes the driving force of the drive source, the low speed input path that inputs the driving force to one end side of the continuously variable transmission mechanism, and the high speed input path that inputs the other end side. And a continuously variable transmission control device comprising: an input path switching means for selectively switching an input path; and a control means for controlling the continuously variable transmission mechanism and the input path switching means. When the vehicle is in a predetermined traveling state, it is determined whether the vehicle is in the predetermined traveling state when the vehicle is suddenly decelerated. Since the input path is switched when the speed becomes less than or equal to the predetermined speed, the continuously variable transmission mechanism can be easily shifted from the high-speed running state to the re-starting state and is required for switching the input path. Save time It becomes possible.

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 (low speed input engagement mechanism), 34b HIGH friction clutch (high speed input engagement mechanism), 36
1st reduction gear, 38 2nd reduction gear, 40 1st speed-up gear, 42 2nd speed-up gear, 44
Forward / reverse switching mechanism, 46 intermediate output shaft, 48 third reduction gear, 50 LOW side dog clutch (low speed output engagement mechanism), 52 first final drive gear, 54 differential mechanism, 56 final driven gear, 58 output shaft, 60 first 2 final drive gear, 62 HIGH side dog clutch (high speed output engagement mechanism), 90 vehicle speed sensor, 96 first stroke sensor, 98 second stroke sensor, 100 shift controller

Claims (3)

Drive of the drive source that is inserted between the input shaft connected to the drive source mounted on the vehicle and the output shaft connected to the drive shaft of the vehicle and input from the input shaft A continuously variable transmission mechanism that continuously changes power, a low-speed input path that inputs the driving force of the drive source input from the input shaft to one end side of the continuously variable transmission mechanism, and an input from the input shaft Of the high-speed input path for inputting the driving force of the drive source to the other end of the continuously variable transmission mechanism, the low-speed input path, and the high-speed input path, the driving force input from the input shaft should be transmitted. In a control device for a continuously variable transmission, comprising: an input path switching means for selectively switching an input path; and a control means for controlling the operation of the continuously variable transmission mechanism and the input path switching means. Vehicle speed detecting means, and the vehicle A rapid deceleration determination means for determining whether or not the vehicle has speeded, and when it is determined that the vehicle has suddenly decelerated, a driving force of the drive source is input to the continuously variable transmission mechanism via the high-speed input path. Travel state determination means for determining whether or not the vehicle is in a travel state, and when the vehicle is determined to be in the predetermined travel state when the vehicle suddenly decelerates, the control means A control device for a continuously variable transmission, wherein a speed ratio is maintained at a predetermined speed ratio, and then the input path is switched when the detected vehicle speed becomes equal to or lower than a predetermined speed.   2. The continuously variable transmission according to claim 1, wherein the continuously variable transmission mechanism includes a first pulley, a second pulley, and an endless flexible member that is looped between the first pulley and the second pulley. Machine control device.   3. The predetermined traveling state is a cruise traveling state in which the driving force of the driving source is input to the continuously variable transmission mechanism via the high-speed input path. Control device for step transmission.

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