JP6724734B2 - Control device for vehicle drive device - Google Patents

Description

The present invention is, between the input shaft and the output shaft, a continuously variable transmission mechanism, a gear transduction mechanism having at least one gear ratio, the torque transmitted to the input shaft through the continuously variable transmission mechanism And a clutch mechanism that selectively switches between a first transmission path that transmits to the output shaft and a second transmission path that transmits the torque transmitted to the input shaft via the gear transmission mechanism to the output shaft. Regarding the vehicle drive device, the number of revolutions of the input shaft when the upshift is actually started from the upshift determination when the upshift is switched when the torque transmission path is switched from the second transmission path to the first transmission path, and The present invention relates to a technique for appropriately suppressing a deviation of an input shaft from a target input shaft rotation speed.

For example, an input shaft torque output from the drive power source is transmitted, between the output shaft for outputting the torque to the drive wheels, and a continuously variable transmission mechanism, a gear transduction with at least one gear ratio Mechanism, a first transmission path for transmitting torque transmitted to the input shaft to the output shaft via the continuously variable transmission mechanism, and torque transmitted to the input shaft via the gear transmission mechanism to the output shaft. And a clutch mechanism for selectively switching between a second transmission path for transmission to a vehicle and a second drive path for a vehicle, the first transmission path and the second transmission path are selectively selected according to a traveling state of the vehicle. A control device for a vehicle drive device that is switched is known. That is the control device for the vehicle drive device described in Patent Document 1. In the vehicle drive device described in Patent Document 1, the gear ratio EL of the gear transmission mechanism is set to a value larger than the maximum maximum gear ratio γmax that can be set by the continuously variable transmission mechanism. An upshift is performed to switch the torque transmission path from the transmission path to the first transmission path.

JP, 2016-003673, A

By the way, in the control device for a vehicle drive apparatus as described above, the upshift determination for switching the torque transmission path from the second transmission path to the first transmission path is performed by determining the rotation speed of the input shaft as the target rotation of the input shaft. It is possible to do when it becomes larger than the number. However, in such a case, between the determination of the upshift and the actual start of the upshift (the start of the inertia phase), the actual rotation speed of the input shaft and the target rotation speed of the input shaft are There is a problem that there is a risk of deviation. From the fuel consumption, drivability, and hardware protection requirements, it is desirable to match the actual rotation speed of the input shaft when the upshift is actually started from the upshift determination with the target rotation speed of the input shaft.

The present invention has been made in view of the above circumstances, and an object of the present invention is to determine the number of revolutions of the input shaft and the target number of revolutions of the input shaft when the upshift actually starts from the upshift determination. It is an object of the present invention to provide a control device for a vehicle drive device that can appropriately suppress the deviation.

The gist of the first invention is that (a) a continuously variable transmission mechanism is provided between an input shaft that transmits torque output from a driving force source and an output shaft that outputs torque to the drive wheels. the through a gear transduction mechanism having at least one gear ratio, the continuously variable torque transmitted to the input shaft via a transmission mechanism with the first transmission path for transmitting to the output shaft the gear transmission mechanism A drive mechanism for a vehicle, comprising: a clutch mechanism that selectively switches a second transmission path that transmits the torque transmitted to the input shaft to the output shaft, and a first transmission path according to a running state of the vehicle. In a control device for a vehicle drive device that selectively switches between the second transmission path and (b) an upshift determination for switching a torque transmission path from the second transmission path to the first transmission path is performed for the input shaft. The torque phase time of the upshift is advanced earlier than the time when the actual rotation speed becomes higher than a target rotation speed that is predetermined for starting the upshift of the input shaft, and (c) the upshift determination Is performed when the input shaft rotational speed for upshift determination, which is set to a value higher than the actual rotational speed from the relationship stored in advance, exceeds the target rotational speed, and (d) the input for upshift determination. The shaft rotation speed is a value obtained by multiplying the gear ratio of the gear transmission mechanism by a value obtained by adding a correction value that is a product of the torque phase time and the rotation acceleration of the output shaft to the rotation speed of the output shaft. There is something to do.

According to the first aspect of the present invention, the upshift determination for switching the torque transmission path from the second transmission path to the first transmission path is performed in advance so that the actual rotation speed of the input shaft starts the upshift of the input shaft. than when larger than a defined target rotational speed has to early shift torque phase time duration of the up shift, the upshift decision is defined a predetermined stored relationship to a value higher than the actual rotational speed The upshift determination input shaft rotation speed exceeds the target rotation speed, and the upshift determination input shaft rotation speed is a correction value that is a product of the torque phase time and the rotation acceleration of the output shaft. a value obtained by adding the rotational speed of the output shaft of the value, Ru value der obtained by multiplying the gear ratio of the gear transmission mechanism. Therefore, the upshift determination for switching the torque transmission path from the second transmission path to the first transmission path is performed when the rotation speed of the input shaft becomes larger than the target rotation speed of the input shaft. Since the phase time is advanced early, the actual rotational speed of the input shaft is the same as the input speed after the torque phase time of the upshift actually passes from the upshift determination, that is, when the inertia phase of the upshift starts. It approaches the target speed of the shaft. For this reason, the deviation between the rotation speed of the input shaft and the target rotation speed of the input shaft when the upshift is actually started from the upshift determination is suitably suppressed, so that the continuously variable shift after the upshift is performed. Fuel economy, drivability, and hard protection requirements are improved in gear shifting.

FIG. 1 is a skeleton diagram illustrating a schematic configuration of a vehicle drive device that is an embodiment of the present invention. 3 is an engagement table of engagement elements for each traveling pattern of the vehicle drive device of FIG. 1. FIG. 2 is a functional block diagram illustrating a main part of a control function by an electronic control device provided in the vehicle drive device of FIG. 1. 4 is a flowchart illustrating an example of a control operation of switching control for switching from gear running to belt running while the vehicle is running in the electronic control unit of FIG. 3. FIG. 5 is a diagram showing a state in which a switching control for switching from gear running to belt running while the vehicle is running, that is, an upshift control is executed based on the flowchart of FIG. 4. FIG. 9 is a diagram showing a state in which switching control for switching from gear running to belt running during vehicle travel, that is, an upshift control is executed, based on the flowchart in which the functions of S3 and S4 are changed in the flowchart of FIG. 4.

Preferably, (a) the upshift determination stores in advance a target input shaft rotational speed for gear ratio control of the continuously variable transmission mechanism, which is calculated based on a vehicle speed and an accelerator opening from a prestored expression. This is performed when the upshift determination input shaft rotational speed obtained from the above relationship exceeds (b) the upshift determination input shaft rotational speed is corrected to a larger value as the rotational acceleration of the output shaft increases. It Therefore, when the rotational acceleration of the output shaft becomes large and the deviation between the rotational speed of the input shaft and the target rotational speed of the input shaft when the upshift is actually started from the upshift determination becomes relatively large, The upshift determination input shaft rotation speed is corrected to a large value, and the upshift determination is performed earlier than the upshift determination input shaft rotation speed is relatively small. Thus, the difference between the rotation speed of the input shaft and the target rotation speed of the input shaft when the upshift is started can be appropriately suppressed.

Further, preferably, the upshift determination input shaft rotation speed is a value obtained by adding a correction value, which is a product of a torque phase time and a rotation acceleration of the output shaft, to the rotation speed of the output shaft. It is a value obtained by multiplying the gear ratio of the transmission mechanism. Therefore, the upshift determination input shaft rotation speed is corrected to a larger value as the rotational acceleration of the output shaft increases.

In addition, preferably, the correction value is equal to or greater than a lower limit guard value that is a zero value, and the downshift determination input shaft rotation speed that switches the torque transmission path from the first transmission path to the second transmission path. Is less than or equal to the upper limit guard value that is a predetermined value that forms hysteresis with. Therefore, the deviation between the rotation speed of the input shaft and the target rotation speed of the input shaft when the upshift is actually started from the upshift determination is preferably suppressed, and the upshift is preferably executed. You can

In addition, preferably, the downshift determining input shaft rotation speed is an actual rotation speed of the input shaft without acceleration correction using the rotation acceleration of the output shaft. Therefore, the downshift determination for switching the torque transmission path from the first transmission path to the second transmission path is performed, for example, according to the accelerator opening and the vehicle speed.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

FIG. 1 is a skeleton diagram for explaining a schematic configuration of a vehicle drive device 12 (hereinafter, referred to as drive device 12) that is an embodiment of the present invention. The drive device 12 includes, for example, an engine (driving force source) 14 used as a driving force source for traveling, a torque converter 16 as a fluid type transmission device, a forward/reverse switching device 18, and a belt type continuously variable transmission mechanism 20. A gear transmission mechanism 22, an output shaft 28 integrally formed with an output gear 26 connected to the drive wheels 24L and 24R so as to be able to transmit power, and a differential gear 30. The output shaft 28 is connected to the drive wheels 24L and 24R so that the torque transmitted to the output shaft 28 can be transmitted (can be output). In the drive device 12, the continuously variable transmission mechanism 20 and the gear transmission mechanism 22 are provided in parallel between the turbine shaft (input shaft) 32 and the output shaft 28. As a result, in the drive device 12, the torque output from the engine 14 is transmitted to the turbine shaft 32 via the torque converter 16, and the torque transmitted to the turbine shaft 32 drives the continuously variable transmission mechanism 20 from the turbine shaft 32. A first transmission path transmitted to the output shaft 28 via the turbine shaft 32 and a second transmission path transmitted from the turbine shaft 32 to the output shaft 28 via the gear transmission mechanism 22. The torque transmitted to the turbine shaft 32 between the first transmission path and the second transmission path is controlled by an electronic control unit (control unit) 34 (see FIG. 3) described later according to the running state of the vehicle. The torque transmission path transmitted to the output shaft 28 can be selectively switched.

The torque converter 16 includes a pump impeller 16p connected to the crankshaft of the engine 14 and a turbine impeller 16t connected to the forward/reverse switching device 18 via a turbine shaft 32 corresponding to an output side member of the torque converter 16. It is equipped with the power transmission through the fluid.

The forward/reverse switching device 18 includes a forward clutch Ca, a reverse brake B, and a double pinion type planetary gear device 36, and the carrier 36c includes a turbine shaft 32 of the torque converter 16 and a primary shaft of the continuously variable transmission mechanism 20. 38, the ring gear 36r is selectively connected to the housing 40 as a non-rotating member via the reverse brake B, and the sun gear 36s is connected to the small diameter gear 42. Further, the sun gear 36s and the carrier 36c are selectively coupled via the forward clutch Ca. The forward clutch Ca and the reverse brake B correspond to a connecting/disconnecting device, and both are hydraulic friction engagement devices that are frictionally engaged by a hydraulic actuator.

Further, the sun gear 36 s of the planetary gear device 36 is connected to the small diameter gear 42 that constitutes the gear transmission mechanism 22. The gear transmission mechanism 22 has one small gear ratio, that is, the EL gear ratio γ _EL , including the above-described small-diameter gear 42 and the large-diameter gear 46 provided on the first counter shaft 44 so as not to rotate relative to each other. An idler gear 48 is provided so as to be rotatable relative to the first counter shaft 44 about the same rotation axis center as the first counter shaft 44. A meshing clutch D that selectively connects and disconnects the first counter shaft 44 and the idler gear 48 is provided. The dog clutch D can be fitted (engageable) with the first gear 50 formed on the first counter shaft 44, the second gear 52 formed on the idler gear 48, and the first gear 50 and the second gear 52. , The hub sleeve 54 having spline teeth formed thereon can be engaged with each other, and by fitting the hub sleeve 54 with the first gear 50 and the second gear 52, the first counter shaft 44 and the idler gear 48 can be formed. Are connected so that power can be transmitted. Further, the dog clutch D further includes a synchromesh mechanism S as a synchronizing mechanism that synchronizes rotation when the first gear 50 and the second gear 52 are fitted.

The idler gear 48 is meshed with an input gear 56 having a larger diameter than the idler gear 48. The input gear 56 is provided so as not to be rotatable relative to the output shaft 28 which is arranged at the common rotation axis with the rotation axis of the secondary pulley 58 of the continuously variable transmission mechanism 20. The output shaft 28 is rotatably arranged around the rotation axis of the secondary pulley 58, and the input gear 56 and the output gear 26 are provided so as not to rotate relative to each other. Further, the forward clutch Ca, the reverse brake B, and the dog clutch D are provided on the second transmission path through which the torque of the engine 14 is transmitted from the turbine shaft 32 to the output shaft 28 via the gear transmission mechanism 22. Has been inserted.

The continuously variable transmission mechanism 20 is an input-side member that is provided on the torque transmission path between the turbine shaft 32 that functions as an input shaft and the output shaft 28 and that is connected to the turbine shaft 32 via the primary shaft 38. A primary pulley (pulley) 60 having a variable diameter, a secondary pulley (pulley) 58 having a variable effective diameter, which is an output-side member connected to the output shaft 28 via a belt traveling clutch Cb described later, and a pair of them. The transmission belt 62 is wound around the pulleys 58 and 60, and the power is transmitted through the frictional force between the pair of pulleys 58 and 60 and the transmission belt 62.

As shown in FIG. 1, the primary pulley 60 is fixed to the primary shaft 38 and serves as a fixed sheave 60 a as an input side fixed rotating body, and is relatively non-rotatable around the axis with respect to the primary shaft 38 and movable in the axial direction. A movable sheave 60b that is provided as an input-side movable rotating body, and a primary-side hydraulic pressure that generates thrust for moving the movable sheave 60b to change the V groove width between the fixed sheave 60a and the movable sheave 60b. And an actuator 60c. Further, the secondary pulley 58 includes a fixed sheave 58a as an output side fixed rotating body and a movable sheave as an output side movable rotating body which is provided so as not to be rotatable relative to the fixed sheave 58a about the axis and movable in the axial direction. 58b and a secondary-side hydraulic actuator 58c that generates thrust for moving the movable sheave 58b to change the V groove width between the fixed sheave 58a and the movable sheave 58b.

By changing the V groove width of the primary pulley 60 and the secondary pulley 58 and changing the running diameter (effective diameter) of the transmission belt 62, the actual gear ratio (gear ratio) γ (=primary rotation speed Nin/secondary rotation speed) Nout) is continuously changed. For example, when the V groove width of the primary pulley 60 is narrowed, the gear ratio γ is reduced. That is, the continuously variable transmission mechanism 20 upshifts. In addition, when the V groove width of the primary pulley 60 is widened, the gear ratio γ is increased. That is, the continuously variable transmission mechanism 20 downshifts.

As shown in FIG. 1, a belt traveling clutch Cb that selectively connects and disconnects the continuously variable transmission mechanism 20 and the output shaft 28 is interposed, and the belt traveling clutch Cb is engaged. By being combined, the first transmission path through which the torque of the engine 14 is transmitted to the output shaft 28 via the turbine shaft 32 and the continuously variable transmission mechanism 20 is formed. Further, when the belt traveling clutch Cb is released, the first transmission path is cut off, and torque is not transmitted to the output shaft 28 via the continuously variable transmission mechanism 20.

As shown in FIG. 1, the output gear 26 meshes with a large-diameter gear 66 fixed to the second counter shaft 64. The second counter shaft 64 is provided with a small diameter gear 70 that meshes with the differential ring gear 68 of the differential gear 30 including a differential mechanism.

Next, the operation of the drive device 12 configured as described above will be described using the engagement table of the engagement elements for each traveling pattern shown in FIG. In FIG. 2, "Ca" corresponds to the operating state of the forward clutch Ca, "Cb" corresponds to the operating state of the belt traveling clutch Cb, "B" corresponds to the operating state of the reverse brake B, “D” corresponds to the operating state of the dog clutch D, “◯” indicates engagement (connection), and “x” indicates release (disconnection). The mesh clutch D includes a synchromesh mechanism S, and when the mesh clutch D is engaged, the synchromesh mechanism S is substantially operated.

First, a traveling pattern in which the torque of the engine 14 is transmitted to the output shaft 28 via (through) the continuously variable transmission mechanism 20 will be described. This traveling pattern corresponds to the belt traveling (high vehicle speed) of FIG. 2, and as shown in the belt traveling of FIG. 2, the belt traveling clutch Cb is connected, while the forward traveling clutch Ca, the reverse traveling brake B, and the meshing. The clutch D is disengaged. By connecting the belt traveling clutch Cb, the secondary pulley 58 and the output shaft 28 are connected so that power can be transmitted, so that the secondary pulley 58, the output shaft 28, and the output gear 26 are integrally rotated. Therefore, when the belt traveling clutch Cb is connected, the first transmission path is formed, and the torque of the engine 14 passes through the torque converter 16, the turbine shaft 32, the primary shaft 38, and the continuously variable transmission mechanism 20. It is transmitted to the output shaft 28 and the output gear 26.

Next, a traveling pattern in which the torque of the engine 14 is transmitted to the output shaft 28 via the gear transmission mechanism 22, that is, a traveling pattern in which the torque is transmitted through the second transmission path will be described. This traveling pattern corresponds to the gear traveling of FIG. 2, and as shown in FIG. 2, the forward traveling clutch Ca and the dog clutch D are engaged (connected), while the belt traveling clutch Cb and the reverse traveling brake B are released. (Blocked).

By engaging the forward clutch Ca, the planetary gear device 36 that constitutes the forward-reverse switching device 18 is integrally rotated, so that the small diameter gear 42 is rotated at the same rotational speed as the turbine shaft 32. Further, when the dog clutch D is engaged, the first counter shaft 44 and the idler gear 48 are connected so as to be able to transmit power and integrally rotated. Therefore, by engaging the forward clutch Ca and the dog clutch D, the second transmission path is formed, and the power of the engine 14 is generated by the torque converter 16, the turbine shaft 32, the forward/reverse switching device 18, and the gear transmission mechanism 22. Is transmitted to the output shaft 28 and the output gear 26 via the idler gear 48 and the input gear 56.

The gear running is selected in the low vehicle speed range. The EL gear ratio γ _EL (turbine rotation speed nt (rpm) of the turbine shaft 32/output shaft rotation speed no (rpm) of the output shaft 28) based on the second transmission path is the maximum gear ratio γ max of the continuously variable transmission mechanism 20. Is set to a larger value (see FIG. 5). For example, when the vehicle speed V (km/h) increases and the vehicle enters a predetermined belt traveling area where belt traveling is executed, the belt traveling is switched to the belt traveling. Here, when switching from gear running to belt running (high vehicle speed) or from belt running (high vehicle speed) to gear running, the belt running (medium vehicle speed) of FIG. 2 can be transiently switched.

For example, when the gear traveling is switched to the belt traveling (high vehicle speed), the belt traveling corresponding to the belt traveling (medium vehicle speed) is started from the state in which the forward clutch Ca and the meshing clutch D corresponding to the gear traveling are engaged. The clutch Cb and the dog clutch D are transiently switched to the engaged state. That is, the forward clutch Ca is released and the belt travel clutch Cb is engaged to change the clutch (clutch to clutch shift). At this time, the torque transmission path is switched from the second transmission path to the first transmission path, and the drive device 12 is substantially upshifted. Then, after the torque transmission path is switched, the dog clutch D is released (disengaged) in order to prevent unnecessary dragging and high rotation of the gear transmission mechanism 22 and the like.

When the belt traveling (high vehicle speed) is switched to the gear traveling, the state in which the belt traveling clutch Cb is engaged is transitioned from the state in which the mesh clutch D is engaged in preparation for switching to the gear traveling. To "downshift preparation" shown in FIG. At this time, the rotation is transmitted to the sun gear 36s of the planetary gear device 36 via the gear transmission mechanism 22, and from this state, the forward clutch Ca is engaged and the belt traveling clutch Cb is released. By executing the (clutch to clutch shift), the torque transmission path is switched from the first transmission path to the second transmission path. At this time, the drive device 12 is substantially downshifted. As described above, the torque transmission path is switched from the second transmission path to the first transmission path by the disengagement (clutch-to-clutch shift) of releasing the forward clutch Ca and engaging the belt traveling clutch Cb. The torque transmission path is switched from the first transmission path to the second transmission path by switching (clutch-to-clutch shift) that engages the forward clutch Ca and releases the belt traveling clutch Cb. Therefore, the forward clutch Ca and the belt traveling clutch Cb function as a clutch mechanism that selectively switches the torque transmission path between the first transmission path and the second transmission path.

FIG. 3 illustrates an input/output system of an electronic control unit 34 provided for controlling a clutch mechanism including, for example, a forward clutch Ca and a belt traveling clutch Cb, and also shows a control function of the electronic control unit 34. It is a functional block diagram explaining a part. The electronic control unit 34 is configured to include a so-called microcomputer provided with, for example, a CPU, a RAM, a ROM, an input/output interface, and the CPU uses a temporary storage function of the RAM while following a program stored in the ROM in advance. Various kinds of control of the driving device 12 are executed by performing signal processing. For example, the electronic control unit 34 executes control for appropriately switching the torque transmission path of the drive unit 12 to either the first transmission path or the second transmission path, that is, control for appropriately switching to gear traveling or belt traveling. It has become.

The electronic control unit 34 includes a signal representing the vehicle speed V (km/h) detected by the vehicle speed sensor 72 and an accelerator pedal operation amount as the driver's acceleration request amount detected by the accelerator opening sensor 74. A signal indicating the accelerator opening degree Acc, a signal indicating the turbine rotation speed nt (rpm) of the turbine shaft 32 detected by the turbine rotation speed sensor 76, and an output shaft of the output shaft 28 detected by the output shaft rotation speed sensor 78. A signal representing the number of rotations (rotational speed) no (rpm) and the like are respectively supplied.

Further, from the electronic control unit 34, each linear control for controlling the hydraulic pressure supplied to the forward clutch Ca, the reverse brake B, the belt traveling clutch Cb, and the meshing clutch D related to the switching of the torque transmission path of the drive unit 12. The hydraulic control command signal Sp for driving the solenoid valve is output to the hydraulic control circuit 80.

The electronic control unit 34 shown in FIG. 3 has a mode determination unit 82, a target turbine rotation speed calculation unit 84, a shift determination turbine rotation speed calculation unit 86, a shift change determination unit 88, as essential parts of the control function. The clutch switching control unit 90 and the like are provided.

In the mode determination unit 82 shown in FIG. 3, whether the traveling mode selected by the electronic control unit 34 while the vehicle is traveling is the gear traveling mode for executing the gear traveling shown in FIG. 2 or the traveling mode selected in FIG. It is determined whether or not the mode is the belt running mode for running the belt. For example, the mode determination unit 82 is supplied with a hydraulic control command signal Sp for driving a linear solenoid valve that controls the hydraulic pressure supplied to, for example, the forward clutch Ca related to switching of the torque transmission path of the drive device 12. If the hydraulic pressure control command signal Sp is not supplied, it is determined to be the belt traveling mode.

When the target turbine rotation speed calculation unit 84 in FIG. 3 determines that the traveling mode is the gear traveling mode by the mode determination unit 82, for example, an expression obtained by using the vehicle speed V, the accelerator opening Acc, and the like as variables (stored in advance). Formula), the target turbine rotation speed (target input shaft rotation speed, target rotation speed) nt*(rpm) for gear ratio control of the continuously variable transmission mechanism 20 is calculated based on the actual vehicle speed V and the accelerator opening Acc. To do. In the target turbine speed calculation unit 84, the vehicle speed V and the target turbine speed nt* (rpm) for controlling the speed ratio of the continuously variable transmission 20 are set using the accelerator opening Acc as a parameter instead of the above equation. The target turbine rotation speed nt* may be calculated based on the actual vehicle speed V and the accelerator opening Acc from a relational map that is predetermined and stored.

When the mode determination unit 82 determines that the traveling mode is the gear traveling mode, the gear shift determination turbine rotation speed calculation unit 86 in FIG. 3 outputs the current output of the output shaft 28 based on Expression (1) stored in advance. Using the shaft speed no, the rotational acceleration dltno, and the torque phase time Tt, the turbine speed for upshift determination (input shaft speed for upshift determination) ninsfupp (rpm) is calculated. The output shaft rotational speed no of the output shaft 28 is measured by the output shaft rotational speed sensor 78 at each sampling period (sampling time), and the rotational acceleration dltno of the output shaft 28 is measured by the output shaft rotational speed sensor 78. The output shaft rotational speed no and the output shaft rotational speed no measured one cycle before are calculated. The torque phase time Tt is, for example, a constant value that is experimentally determined in advance. As for the upshift determination turbine rotational speed ninsfupp, the correction value A1 that is a product of the torque phase time Tt and the rotational acceleration dltno of the output shaft 28 is set to the output shaft rotation of the output shaft 28, as shown in Expression (1). It is a value obtained by multiplying the EL gear ratio γ _EL of the gear transmission mechanism 22 by the value A added to the number no. The correction value A1 is equal to or greater than the lower limit guard value which is zero and has hysteresis with the downshift determination turbine speed (downshift determination input shaft speed) ninsftdw for switching the first transmission path to the second transmission path. Is less than or equal to the upper limit guard value that is a predetermined value C (0≦A1≦C). In addition, in the shift determination turbine rotation speed calculation unit 86, the up shift determination turbine rotation speed ninsfup is corrected to a larger value as the rotational acceleration dltno of the output shaft 28 increases, as shown in the equation (1).
ninsftup=γ _EL ×(no+dltno×Tt) (1)

3, the target turbine rotation speed calculation unit 84 calculates the target turbine rotation speed nt*, and the shift judgment turbine rotation speed calculation unit 86 calculates the up shift judgment turbine rotation speed ninsfupp. Then, using the calculated target turbine speed nt* and the turbine speed ninsftup for determining the upshift, it is determined whether to perform the upshift determination for switching the torque transmission path from the second transmission path to the first transmission path. To do. For example, in the shift change determination unit 88, the upshift determination is performed by using the upshift determination turbine speed ninsftup calculated by the shift determination turbine rotation speed calculation unit 86 as a target calculated by the target turbine rotation speed calculation unit 84. It is performed when the turbine speed nt* is exceeded (nt*<ninsftup). It should be noted that in the gear change determination turbine rotation speed calculation unit 86, the up gear change determination turbine rotation speed ninsfup is calculated by using the EL gear ratio γ _EL as the actual output shaft rotation speed no of the output shaft 28, as shown in equation (1). It is corrected to be larger than the multiplied value (γ _EL ×no), that is, the actual turbine speed nt by the torque phase time Tt (γ _EL ×(dltno×Tt)). Therefore, the shift change determination unit 88 makes the upshift determination earlier by the torque phase time Tt than when the actual turbine rotation speed nt of the turbine shaft 32 becomes larger than the target turbine rotation speed nt* of the turbine shaft 32. That is, the torque phase time Tt is set earlier.

Further, in the shift switching determination unit 88, for example, the mode determination unit 82 determines that the traveling mode is the belt traveling mode, and the downshift determination turbine speed ninsftdw is lower than the target turbine speed nt* (nt*>ninsftdw. ), a downshift determination is performed to switch the torque transmission path from the first transmission path to the second transmission path. It should be noted that the downshift determination turbine rotational speed ninsftdw is not subjected to acceleration correction using the rotational acceleration dltno of the output shaft 28 and the torque phase time Tt as shown in, for example, equation (1), and the actual turbine rotation of the turbine shaft 32 is not performed. The rotation speed is nt.

When the upshift determination is made by the shift switching determination unit 88, the clutch switching control unit 90 releases the forward clutch Ca and executes the clutch-to-clutch shift to engage the belt traveling clutch Cb, and then the dog clutch D. To release. Further, when the shift change determination unit 88 determines that the downshift is performed, the clutch switching control unit 90 first engages the dog clutch D, then engages the forward clutch Ca, and releases the belt traveling clutch Cb. Execute clutch to clutch shift.

FIG. 4 is a flowchart illustrating an example of a control operation of switching control in the electronic control unit 34 for switching from gear running to belt running while the vehicle is running.

First, in step (hereinafter, step is omitted) S1 corresponding to the function of the mode determination unit 82, it is determined whether or not the traveling mode of the vehicle is the gear traveling mode. When the determination of S1 is negative, that is, when the traveling mode is the belt traveling mode, this routine is ended, but when the determination of S1 is affirmative, the function of the target turbine rotation speed calculation unit 84 is determined. The corresponding S2 is executed. In S2, the target turbine speed nt* of the turbine shaft 32 is calculated.

Next, S3 corresponding to the function of the gear change determination turbine rotation speed calculation unit 86 is executed. In S3, the turbine speed ninsftup for determining the upshift of the turbine shaft 32 is calculated based on the equation (1). Next, S4 corresponding to the function of the shift change determination unit 88 is executed. In S4, it is determined whether or not the target turbine rotational speed nt* calculated in S2 exceeds the turbine rotational speed ninsfupp for upshift determination calculated in S3. If the determination in S4 is negative, that is, if the upshift determination is not performed, S2 is executed again, but if the determination in S4 is affirmative, that is, the upshift determination is performed, the clutch switching is performed. S5 corresponding to the function of the control unit 90 is executed.

In S5, the clutch-to-clutch shift in which the forward clutch Ca is disengaged and the belt traveling clutch Cb is engaged is executed, and then the dog clutch D is disengaged.

FIG. 5 is a diagram showing a state in which a switching control for switching from gear running to belt running while the vehicle is running, that is, an upshift control is executed based on the flowchart shown in FIG. Further, FIG. 6 shows a state in which a switching control for switching from gear running to belt running while the vehicle is running, that is, an upshift control is executed, based on the flowchart in which the functions of S3 and S4 are changed in the flowchart shown in FIG. It is a figure. In FIG. 6, the function is changed in that the actual turbine speed nt of the turbine shaft 32 is calculated (γ _EL ×no) instead of calculating the upshift determination turbine speed ninsftup in S3. Therefore, in S4, when the upshift determination turbine speed ninsftup exceeds the target turbine speed nt*, the upshift determination is not performed, but the actual turbine speed nt of the turbine shaft 32 is set to the target turbine speed nt*. The function has been changed in that the upshift judgment is made when the number exceeds several nt*.

As shown in FIG. 6, when the actual turbine rotation speed nt of the turbine shaft 32 exceeds the target turbine rotation speed nt* and an upshift determination is made, the upshift is actually started from the upshift determination (the inertia phase is Until (starting), the actual turbine rotation speed nt of the turbine shaft 32 and the target turbine rotation speed nt* of the turbine shaft 32 are relatively different from each other. Further, as shown in FIG. 5, the upshift determination turbine rotational speed ninsftup is greater than the actual turbine rotational speed nt (γ _EL ×no) of the turbine shaft 32 by the rotational acceleration dltno and the upshift torque phase time Tt ( Since γ _EL ×(dltno×Tt) is corrected to be large, when the upshift determination turbine speed ninsftup exceeds the target turbine speed nt*, that is, the actual turbine speed nt of the turbine shaft 32 is When the turbine speed is lower than the target turbine speed nt*, the upshift is determined. That is, the upshift determination is made earlier by the torque phase time Tt of the upshift than when the actual turbine rotation speed nt of the turbine shaft 32 becomes larger than the target turbine rotation speed nt* of the turbine shaft 32. As a result, when the upshift is actually started from the upshift determination (inertia phase starts), the actual turbine rotation speed nt of the turbine shaft 32 becomes the target turbine rotation speed nt* of the turbine shaft 32 as compared with FIG. Get closer. The broken line L1 shown in FIG. 5 is an upshift determination line for upshifting from gear running to belt running, and the broken line L2 shown in FIGS. 5 and 6 is a downshift determination line for downshifting from belt running to gear running. Is.

As described above, according to the electronic control unit 34 of the drive unit 12 of the present embodiment, the upshift determination for switching the torque transmission path from the second transmission path to the first transmission path is performed based on the actual turbine rotation speed of the turbine shaft 32. The torque phase time Tt for upshifting is advanced earlier than the time point when nt becomes larger than the target turbine speed nt* of the turbine shaft 32. Therefore, when the upshift determination for switching the torque transmission path from the second transmission path to the first transmission path is performed, the actual turbine rotation speed nt of the turbine shaft 32 becomes larger than the target turbine rotation speed nt* of the turbine shaft 32. Since the torque phase time Tt for the upshift is advanced earlier than the torque phase time Tt for the upshift, that is, when the inertia phase of the upshift starts, the turbine shaft 32 The actual turbine rotation speed nt of approaches the target turbine rotation speed nt* of the turbine shaft 32. Therefore, the deviation between the turbine rotation speed nt of the turbine shaft 32 and the target turbine rotation speed nt* of the turbine shaft 32 at the time when the upshift is actually started from the above-described upshift determination can be suitably suppressed, so that after the upshift, In the shifting of the continuously variable transmission mechanism 20, the fuel consumption, drivability, and hardware protection requirements are improved.

Further, according to the electronic control unit 34 of the drive unit 12 of the present embodiment, the upshift determination is performed by the continuously variable transmission mechanism 20 calculated based on the vehicle speed V and the accelerator opening Acc from a prestored formula. This is performed by the target turbine rotation speed nt* for ratio control being exceeded by the turbine rotation speed ninsftup for determining the upshift, which is obtained from the previously stored equation (1), and the turbine rotation speed ninsfupup for determining the upshift is output. The larger the rotational acceleration dltno of the shaft 28, the larger the correction value. Therefore, the rotational acceleration dltno of the output shaft 28 becomes large, and the actual turbine rotation speed nt of the turbine shaft 32 and the target turbine rotation speed nt* of the turbine shaft 32 when the upshift is actually started from the upshift determination. When the deviation is relatively large, the upshift determination turbine speed ninsftup is corrected to a large value, and the upshift determination is performed earlier than when the upshift determination turbine speed ninsfup is relatively small. The deviation between the turbine rotation speed nt of the turbine shaft 32 and the target turbine rotation speed nt* of the turbine shaft 32 when the upshift is actually started from the upshift determination is suitably suppressed.

Further, according to the electronic control unit 34 of the drive unit 12 of the present embodiment, the upshift determination turbine rotational speed ninsfup is a correction value A1 that is a product of the torque phase time Tt and the rotational acceleration dltno of the output shaft 28. It is a value obtained by multiplying the EL gear ratio γ _EL of the gear transmission mechanism 22 by a value A added to the output shaft speed no of the output shaft 28. Therefore, the upshift determination turbine rotational speed ninsfupp is corrected to a larger value as the rotational acceleration dltno of the output shaft 28 increases.

Further, according to the electronic control unit 34 of the drive unit 12 of the present embodiment, the correction value A1 is equal to or greater than the lower limit guard value which is a zero value, and the torque is transferred from the first transmission path to the second transmission path. It is equal to or less than the upper limit guard value that is a predetermined value C that forms a hysteresis with the downshift determination turbine speed ninsftdw for switching the transmission path. Therefore, the deviation between the actual turbine rotation speed nt of the turbine shaft 32 and the target turbine rotation speed nt* of the turbine shaft 32 when the upshift is actually started from the upshift determination is preferably suppressed, and the upshift is performed. The gear shift can be suitably executed.

Further, according to the electronic control unit 34 of the drive unit 12 of the present embodiment, the downshift determination turbine rotational speed ninsftdw is not subjected to acceleration correction using the rotational acceleration dltno of the output shaft 28, and the actual turbine shaft 32 is not corrected. It is the turbine speed nt. Therefore, the downshift determination for switching the torque transmission path from the first transmission path to the second transmission path is performed, for example, according to the accelerator opening Acc and the vehicle speed V.

Although the embodiments of the present invention have been described in detail with reference to the drawings, the present invention can be applied to other aspects.

For example, in the above-described embodiment, the continuously variable transmission mechanism 20 is the belt CVT including the primary pulley 60, the secondary pulley 58, and the transmission belt 62 wound between the pair of pulleys 58, 60. However, for example, a continuously variable transmission mechanism such as a toroidal CVT may be used.

Further, in the above-described embodiment, the shift change determination unit 88 is configured to perform the up shift determination when the up shift determination turbine rotation speed ninsfup exceeds the target turbine rotation speed nt*. However, the actual turbine rotation speed nt of the turbine shaft 32 may be advanced earlier than the time point at which the actual turbine rotation speed nt of the turbine shaft 32 becomes larger than the target turbine rotation speed nt* of the turbine shaft 32 by, for example, the torque phase time Tt set experimentally in advance.

Further, in the above-described embodiment, the turbine rotation speed calculation unit 86 for gear shift determination calculates the turbine rotation speed ninsftup for gear shift determination using Expression (1), but the turbine gear speed determination ninsfupp for gear shift determination is used, for example, by using a map. The turbine rotation speed ninsftup may be calculated. Further, in the formula (1), the torque phase time Tt is used as a constant value that is experimentally determined in advance, but may be used as a variable that changes with the rotational acceleration dltno, for example. Further, in the formula (1), the output shaft rotation speed no of the output shaft 28 is measured from the output shaft rotation speed sensor 78, but the output shaft rotation speed no is calculated from the vehicle speed V measured from the vehicle speed sensor 72, for example. You may do it.

Further, in the above-described embodiment, the gear transmission mechanism 22 has one gear ratio, that is, the EL gear ratio γ _EL , but the structure of the gear transmission mechanism 22 is changed so as to have two or more gear ratios, for example. You may do it.

The above description is merely one embodiment, and the present invention can be implemented in various modified and improved modes based on the knowledge of those skilled in the art.

12: Vehicle drive device (drive device)
14: Engine (driving force source)
20: continuously variable transmission mechanism 22: gear transmission mechanism 24L, 24R: drive wheel 28: output shaft 32: turbine shaft (input shaft)
34: Electronic control device (control device)
86: Turbine rotation speed calculation unit for shift determination 88: Shift switching determination unit Ca: Forward clutch (clutch mechanism)
Cb: Belt running clutch (clutch mechanism)
γ _EL : EL gear ratio (gear ratio)
nt: Turbine rotation speed (rotation speed)
nt*: Target turbine speed (target input shaft speed)

Claims (1)

An input shaft torque output from the drive power source is transmitted, between the output shaft for outputting the torque to the drive wheels, and a continuously variable transmission mechanism, a gear transduction mechanism having at least one gear ratio , A first transmission path for transmitting the torque transmitted to the input shaft to the output shaft via the continuously variable transmission mechanism and a torque transmitted to the input shaft via the gear transmission mechanism to the output shaft A vehicle drive device including a clutch mechanism that selectively switches between the first transmission path and the second transmission path, the vehicle being selectively switched between the first transmission path and the second transmission path according to a traveling state of the vehicle. In the controller of the drive device for
The upshift determination for switching the torque transmission path from the second transmission path to the first transmission path is performed based on a target rotation speed that is predetermined for the actual rotation speed of the input shaft to start upshifting of the input shaft. The torque phase time of the upshift is advanced earlier than when it becomes larger ,
The upshift determination is performed by the input shaft rotational speed for upshift determination, which is set to a value higher than the actual rotational speed from the relationship stored in advance, exceeds the target rotational speed,
The upshift determination input shaft rotation speed is obtained by adding a value obtained by adding a correction value, which is a product of the torque phase time and the rotation acceleration of the output shaft, to the rotation speed of the output shaft. a control device for a vehicle drive device, characterized in value der Rukoto obtained by multiplying the.

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