JP7063226B2 - Control device for vehicle power transmission device - Google Patents

Description

The present invention relates to the control of a vehicle power transmission device configured to include a plurality of power transmission paths.

A well-known vehicle power transmission device is configured to include a plurality of power transmission paths provided between an input shaft and an output shaft, and an engagement device for connecting and disconnecting each power transmission path. Has been done. That is the automatic transmission described in Patent Document 1. In Patent Document 1, in the case where the neutral control is executed while the vehicle is stopped, a predetermined hydraulic pressure is applied to the engaging device by using a linear solenoid valve in order to improve the responsiveness when returning from the neutral control. Is described.

Japanese Unexamined Patent Publication No. 2003-156135

By the way, in order to reduce the manufacturing cost, it is conceivable to change the solenoid valve that controls the hydraulic pressure of some of the engaging devices provided in the vehicle power transmission device from the linear solenoid valve to the on / off solenoid. However, if the solenoid valve that controls the supply hydraulic pressure of the engaging device to be slip-engaged during neutral control is changed from a linear solenoid valve to an on / off solenoid valve, the supply hydraulic pressure of the engaging device cannot be precisely controlled. , Neutral control becomes impossible.

The present invention has been made in the background of the above circumstances, and an object of the present invention is to provide a plurality of power transmission paths and an engaging device for connecting and disconnecting each power transmission path. It is an object of the apparatus to provide a control device capable of performing neutral control even when the supply hydraulic pressure of some engaging devices is controlled by an on / off solenoid.

The gist of the first invention is (a) a plurality of power transmission paths provided between an input shaft and an output shaft, and a plurality of power transmission paths provided in each power transmission path to connect and disconnect each of the power transmission paths. A control device for a power transmission device for a vehicle, which is provided with an engagement device for the purpose of (b). By engaging the first power transmission path that is switched to the power transmission state by engaging the coupling device, and the second engagement device whose supply hydraulic pressure is controlled by the linear solenoid valve, the power transmission state is entered. A second power transmission path that can be switched is included, and (c) the first power transmission path is provided between the first engagement device, the first engagement device, and the output shaft of the vehicle. It is equipped with an auxiliary clutch that transmits power in the driven state while disengaging power in the driven state of the vehicle, and (d) the torque of the second engaging device when neutral control is executed while the vehicle is stopped. It is characterized in that the first engaging device is released after the capacity is set to a predetermined capacity, and slip control of the second engaging device is executed after the first engaging device is released.

In the vehicle power transmission device of the first invention, since the supply hydraulic pressure of the first engagement device is controlled by the on / off solenoid valve, neutral control by slip control of the first engagement device cannot be performed. Therefore, while the vehicle is stopped, neutral control is executed by slip-controlling the second engaging device whose supply hydraulic pressure is controlled by the linear solenoid valve. Here, immediately after the vehicle is stopped, the first engaging device is engaged, and it is necessary to release the first engaging device. However, if the first engaging device is released in this state, the load applied to the engine is applied. There is a risk that the engine speed will rise due to the lack of engine speed. Therefore, by setting the torque capacity of the second engaging device to a predetermined capacity while the first engaging device is engaged, the engine rotation speed is prevented from rising during the subsequent release transition period of the first engaging device. Will be done. Further, after the release of the first engaging device, slip control (neutral control) by the second engaging device becomes possible.

It is a figure explaining the schematic structure of the vehicle to which this invention is applied. FIG. 1 is a cross-sectional view in which a part of the two-way clutch in the circumferential direction of FIG. 1 is cut off, and is a diagram showing a state in which the two-way clutch is switched to the one-way mode. FIG. 1 is a cross-sectional view in which a part of the two-way clutch in the circumferential direction of FIG. 1 is cut off, and is a diagram showing a state in which the two-way clutch is switched to the lock mode. It is an engagement operation table which shows the engagement state of each engagement device for every operation position selected by the shift lever as a shift switching device provided in a vehicle. It is a figure which shows schematic the hydraulic control circuit which controls the operating state of a continuously variable transmission and a power transmission device of FIG. It is a flowchart explaining the main part of the control operation of the electronic control device of FIG. 1, that is, the control operation of the neutral control executed when the vehicle is stopped. It is a time chart which shows the operation result based on the flowchart of FIG.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following examples, the drawings are appropriately simplified or modified, and the dimensional ratios and shapes of each part are not always drawn accurately.

FIG. 1 is a diagram illustrating a schematic configuration of a vehicle 10 to which the present invention is applied. In FIG. 1, the vehicle 10 includes a vehicle power transmission device 16 (hereinafter referred to as a power transmission device 16) that transmits the power of the engine 12 that functions as a power source to the drive wheels 14.

The power transmission device 16 is provided between the engine 12 and the drive wheels 14. In the case 18 as a non-rotating member, the power transmission device 16 includes a known torque converter 20 as a fluid type transmission device connected to the engine 12, an input shaft 22 connected to the torque converter 20, and an input shaft 22. A belt-type stepless transmission 24 connected to, a forward / backward switching device 26 also connected to the input shaft 22, and a stepless transmission 24 connected to the input shaft 22 via the forward / backward switching device 26. The gear mechanism 28 provided in parallel, the output shaft 30 which is a common output rotating member of the stepless transmission 24 and the gear mechanism 28, the counter shaft 32, and the output shaft 30 and the counter shaft 32 cannot rotate relative to each other. A reduction gear device 34 composed of a pair of gears provided and meshed with each other, a gear 36 provided on the counter shaft 32 so as not to rotate relative to each other, a differential device 38 connected to the gear 36 so as to be able to transmit power, and a differential device 38. It is provided with a pair of left and right axles 40 that are connected to the left and right drive wheels 14.

In the power transmission device 16 configured in this way, the power output from the engine 12 sequentially passes through the torque converter 20, the forward / backward switching device 26, the gear mechanism 28, the reduction gear device 34, the differential device 38, the axle 40, and the like. It is transmitted to the left and right drive wheels 14. Alternatively, in the power transmission device 16, the power output from the engine 12 is sequentially passed to the left and right drive wheels 14 via the torque converter 20, the continuously variable transmission 24, the reduction gear device 34, the differential device 38, the axle 40, and the like. Be transmitted. Unless otherwise specified, the above-mentioned power agrees with torque and force.

The power transmission device 16 includes a first power transmission path PT1 and a second power transmission path PT2 provided in parallel between the input shaft 22 and the output shaft 30. The first power transmission path PT1 and the second power transmission path PT2 transmit the power of the engine 12 from the input shaft 22 to the output shaft 30, respectively. The first power transmission path PT1 includes a gear mechanism 28, and the second power transmission path PT2 includes a continuously variable transmission 24. As described above, the power transmission device 16 includes two (plurality) power transmission path PTs of the first power transmission path PT1 and the second power transmission path PT2 in parallel between the input shaft 22 and the output shaft 30. ing.

The first power transmission path PT1 includes a forward / backward switching device 26 including a first clutch C1 and a first brake B1, a gear mechanism 28, and a two-way clutch TWC that functions as an auxiliary clutch, and powers the engine 12. This is a power transmission path that is transmitted from the input shaft 22 to the drive wheel 14 via the gear mechanism 28. In the first power transmission path PT1, the forward / backward switching device 26, the gear mechanism 28, and the two-way clutch TWC are arranged in this order from the engine 12 toward the drive wheels 14. From this, the two-way clutch TWC is provided between the first clutch C1 and the output shaft 30 in the first power transmission path PT1. That is, the two-way clutch TWC is arranged on the drive wheel 14 side of the first clutch C1 in the first power transmission path PT1. The two-way clutch TWC corresponds to the sub-clutch of the present invention.

The second power transmission path PT2 includes a continuously variable transmission 24 and a second clutch C2, and is a power transmission path for transmitting the power of the engine 12 from the input shaft 22 to the drive wheels 14 via the continuously variable transmission 24. .. In the second power transmission path PT2, the continuously variable transmission 24 and the second clutch C2 are arranged in this order from the engine 12 toward the drive wheels 14.

The continuously variable transmission 24 constituting the second power transmission path PT2 has a primary shaft 58 provided coaxially with the input shaft 22 and integrally connected to the input shaft 22, and an effective shaft 58 connected to the primary shaft 58. Between the primary pulley 60 with a variable diameter, the secondary shaft 62 provided coaxially with the output shaft 30, the secondary pulley 64 with a variable effective diameter connected to the secondary shaft 62, and the pulleys 60 and 64, respectively. It is provided with a transmission belt 66 as a transmission element wound around the cable. The continuously variable transmission 24 is a known belt-type continuously variable transmission in which power is transmitted via a frictional force between the pulleys 60 and 64 and the transmission belt 66.

Further, the gear ratio EL (= input shaft rotation speed Nin / output shaft rotation speed Nout) between the input shaft 22 and the output shaft 30 in the first power transmission path PT1 having the gear mechanism 28 is the second power transmission path PT2. The value is set to be larger than the lowest gear ratio γmax of the stepless transmission 24, which is the maximum gear ratio between the input shaft 22 and the output shaft 30 in the above. That is, the gear ratio EL is set to the gear ratio on the low side of the gear ratio γmax on the lowest side. As a result, the second power transmission path PT2 has a gear ratio higher than that of the first power transmission path PT1. The input shaft rotation speed Nin is the rotation speed of the input shaft 22, and the output shaft rotation speed Nout is the rotation speed of the output shaft 30.

In the power transmission device 16, the power transmission path PT that transmits the power of the engine 12 to the drive wheels 14 is appropriately between the first power transmission path PT1 and the second power transmission path PT2 according to the traveling state of the vehicle 10. Can be switched. Therefore, the power transmission device 16 includes a plurality of engagement devices that selectively form the first power transmission path PT1 and the second power transmission path PT2. The plurality of engaging devices correspond to the first clutch C1, the first brake B1, the second clutch C2, and the two-way clutch TWC.

The first clutch C1 is an engaging device provided on the first power transmission path PT1 and selectively disconnecting and connecting the first power transmission path PT1. By engaging, the first power transmission path PT1 becomes It is an engaging device that can be switched to a power transmission state that transmits power acting in the forward direction of the vehicle. The first brake B1 is an engaging device provided in the first power transmission path PT1 and selectively disconnects and connects the first power transmission path PT1. By engaging the first brake B1, the first power transmission path PT1 becomes a vehicle. It is an engaging device that can be switched to a power transmission state that transmits power acting in the reverse direction. The first clutch C1 corresponds to the first engaging device of the present invention.

The second clutch C2 is an engaging device provided on the second power transmission path PT2 and selectively engages with the second power transmission path PT2, and when engaged, the second power transmission path PT2 becomes It is an engaging device that can be switched to a power transmission state that transmits power acting in the forward direction of the vehicle. The second clutch C2 corresponds to the second engaging device of the present invention.

The first clutch C1, the first brake B1, and the second clutch C2 are all known hydraulic wet friction engagement devices that are frictionally engaged by a hydraulic actuator. The first clutch C1 and the first brake B1 are one of the elements constituting the forward / backward switching device 26, respectively.

The two-way clutch TWC is provided on the first power transmission path PT1 and has a one-way mode in which power is transmitted in the driven state of the vehicle 10 during forward traveling, while power is cut off in the driven state of the vehicle 10 during forward traveling. It is configured to be switchable between a lock mode in which power is transmitted in a driven state and a driven state of the vehicle 10. For example, when the first clutch C1 is engaged and the two-way clutch TWC is switched to the one-way mode, the two-way clutch TWC can transmit power in the driving state of the vehicle 10 traveling forward by the power of the engine 12. Become. That is, the power of the engine 12 is transmitted to the drive wheel 14 side via the first power transmission path PT1 during forward traveling. On the other hand, in a driven state of the vehicle 10 such as coasting during forward traveling, even if the first clutch C1 is engaged, the rotation transmitted from the drive wheel 14 side is cut off by the two-way clutch TWC. The driving state of the vehicle 10 corresponds to a state in which the torque of the input shaft 22 becomes a positive value when the traveling direction is used as a reference, and substantially, a state in which the vehicle 10 is driven by the power of the engine 12. are doing. Further, the driven state of the vehicle 10 is a state in which the torque of the input shaft 22 becomes a negative value when the traveling direction is used as a reference. Corresponds to the state in which the input shaft 22 and the engine 12 are rotated by the rotation transmitted from the engine.

Further, when the first clutch C1 is engaged and the two-way clutch TWC is switched to the lock mode, the two-way clutch TWC can transmit power in the driven state and the driven state of the vehicle 10, and the engine 12 can transmit power. Power is transmitted to the drive wheel 14 side via the first power transmission path PT1, and the rotation transmitted from the drive wheel 14 side during coasting (driven state) is the first power transmission path. By being transmitted to the engine 12 side via the PT 1, the engine 12 can be rotated to generate the engine brake. Further, in a state where the first brake B1 is engaged and the two-way clutch TWC is switched to the lock mode, the power transmitted from the engine 12 side acting in the vehicle reverse direction is driven via the two-way clutch TWC. It is transmitted to the wheel 14 and enables reverse traveling via the first power transmission path PT1. The structure of the two-way clutch TWC will be described later.

The engine 12 includes an engine control device 42 having various devices necessary for output control of the engine 12, such as an electronic throttle device, a fuel injection device, and an ignition device. In the engine 12, the electronic control device 120 controls the engine control device 42 according to the accelerator operation amount θacc, which is the operation amount of the accelerator pedal corresponding to the drive request amount for the vehicle 10 by the driver. The engine torque Te, which is the output torque, is controlled.

The torque converter 20 is provided between the engine 12 and the continuously variable transmission 24, and includes a pump impeller 20p connected to the engine 12 and a turbine impeller 20t connected to the input shaft 22. The torque converter 20 is a fluid transmission device that transmits the power of the engine 12 to the input shaft 22. The torque converter 20 includes a known lockup clutch LU capable of directly connecting between the pump impeller 20p and the turbine impeller 20t, that is, between the input / output rotating members of the torque converter 20. The lockup clutch LU directly connects between the pump impeller 20p and the turbine impeller 20t (that is, between the engine 12 and the input shaft 22) according to the traveling state of the vehicle. For example, in a relatively high vehicle speed region, the engine 12 and the input shaft 22 are directly connected by the lockup clutch LU.

The power transmission device 16 includes a mechanical oil pump 44 connected to a pump impeller 20p. The oil pump 44 is rotationally driven by the engine 12 to control the speed of the continuously variable transmission 24, generate a belt pinching pressure in the continuously variable transmission 24, and engage with each of the plurality of engaging devices. The main pressure of the hydraulic pressure for switching the operating state such as setting and releasing and switching the operating state of the lockup clutch LU is supplied to the hydraulic control circuit 46 (see FIG. 5) provided in the vehicle 10.

The forward / backward switching device 26 includes a double pinion type planetary gear device 26p, a first clutch C1, and a first brake B1. The planetary gear device 26p is a differential mechanism having three rotating elements of a carrier 26c as an input element, a sun gear 26s as an output element, and a ring gear 26r as a reaction force element. The carrier 26c is connected to the input shaft 22. The ring gear 26r is selectively coupled to the case 18 via the first brake B1. The sun gear 26s is arranged on the outer peripheral side of the input shaft 22 and is connected to a small diameter gear 48 provided so as to be rotatable relative to the input shaft 22. The carrier 26c and the sun gear 26s are selectively connected via the first clutch C1.

The gear mechanism 28 includes a small-diameter gear 48, a counter shaft 50, and a large-diameter gear 52 that is rotatably provided on the counter shaft 50 and meshes with the small-diameter gear 48. Further, the counter shaft 50 is provided with a counter gear 54 that meshes with the output gear 56 provided on the output shaft 30 so as not to rotate relative to the counter shaft 50.

In the axial direction of the counter shaft 50, a two-way clutch TWC that can connect and disconnect between the large diameter gear 52 and the counter gear 54 is provided. The two-way clutch TWC is provided on the drive wheel 14 side of the first clutch C1 and the gear mechanism 28 in the first power transmission path PT1. The two-way clutch TWC is configured to be switchable between one-way mode and lock mode by a hydraulic hydraulic actuator 41.

2 and 3 are views simply showing the structure of the two-way clutch TWC that enables switching between the one-way mode and the lock mode, and is a cross-sectional view of the two-way clutch TWC in which a part in the circumferential direction is cut off. Is. FIG. 2 shows a state in which the two-way clutch TWC is switched to the one-way mode, and FIG. 3 shows a state in which the two-way clutch TWC is switched to the lock mode. The vertical direction of the paper surface in FIGS. 2 and 3 corresponds to the rotation direction, the upper part of the paper surface corresponds to the vehicle reverse direction (reverse rotation direction), and the lower part of the paper surface corresponds to the vehicle forward rotation direction (forward rotation direction). Further, the left-right direction of the paper surface of FIGS. 2 and 3 corresponds to the axial direction of the counter shaft 50 (hereinafter, unless otherwise specified, the axial direction corresponds to the axial direction of the counter shaft 50), and the right side of the paper surface is shown in FIG. It corresponds to the large diameter gear 52 side, and the left side of the paper surface corresponds to the counter gear 54 side in FIG.

The two-way clutch TWC is formed in a disk shape and is arranged on the outer peripheral side of the counter shaft 50. The two-way clutch TWC has an input side rotating member 68, a first output side rotating member 70a and a second output side rotating member 70b arranged at positions adjacent to the input side rotating member 68 in the axial direction, and input in the axial direction. A plurality of first struts 72a and a plurality of torsion coil springs 73a interposed between the side rotating member 68 and the first output side rotating member 70a, and the input side rotating member 68 and the second output side in the axial direction. It is configured to include a plurality of second struts 72b and a plurality of torsion coil springs 73b interposed between the rotating member 70b. The first output side rotating member 70a and the second output side rotating member 70b correspond to the output side rotating member of the present invention.

The input-side rotating member 68 is formed in a disk shape and is arranged so as to be rotatable relative to the counter shaft 50 about the axis of the counter shaft 50. The input-side rotating member 68 is arranged so as to be sandwiched between the first output-side rotating member 70a and the second output-side rotating member 70b in the axial direction. Further, the meshing teeth of the large-diameter gear 52 are integrally formed on the outer peripheral side of the input-side rotating member 68. That is, the input side rotating member 68 and the large diameter gear 52 are integrally molded. The input-side rotating member 68 is connected to the engine 12 so as to be able to transmit power via a gear mechanism 28, a forward / backward switching device 26, and the like.

A first accommodating portion 76a in which the first strut 72a and the torsion coil spring 73a are accommodated is formed on the surface of the input side rotating member 68 facing the first output side rotating member 70a in the axial direction. A plurality of first accommodating portions 76a are formed at equal angular intervals in the circumferential direction. Further, a second accommodating portion 76b in which the second strut 72b and the torsion coil spring 73b are accommodated is formed on the surface of the input side rotating member 68 facing the second output side rotating member 70b in the axial direction. A plurality of second accommodating portions 76b are formed at equal angular intervals in the circumferential direction. The first accommodating portion 76a and the second accommodating portion 76b are formed at the same position in the radial direction of the input-side rotating member 68.

The first output-side rotating member 70a is formed in a disk shape and is rotatably arranged around the axis of the counter shaft 50. The first output-side rotating member 70a is provided on the counter shaft 50 so as to be relatively non-rotatable, so that the first output-side rotating member 70a rotates integrally with the counter shaft 50. In this connection, the first output side rotating member 70a is connected to the drive wheel 14 via a counter shaft 50, a counter gear 54, an output shaft 30, a differential device 38, and the like so as to be able to transmit power.

On the surface of the first output-side rotating member 70a facing the input-side rotating member 68 in the axial direction, a first concave portion 78a that is recessed in a direction away from the input-side rotating member 68 is formed. The first recesses 78a are formed in the same number as the first accommodating portions 76a, and are arranged at equal angular intervals in the circumferential direction. Further, the first recess 78a is formed at the same position as the first accommodating portion 76a formed in the input side rotating member 68 in the radial direction of the first output side rotating member 70a. Therefore, when the rotation positions of the first accommodating portion 76a and the first concave portion 78a match, each of the first accommodating portions 76a and each first concave portion 78a are in a state of being adjacent to each other in the axial direction. The first recess 78a has a shape that can accommodate one end of the first strut 72a. Further, at one end of the first recess 78a in the circumferential direction, one end of the first strut 72a when the input side rotating member 68 is rotated in the vehicle forward direction (lower side of the paper in FIGS. 2 and 3) by the power of the engine 12. A first wall surface 80a that comes into contact with the surface is formed.

The second output-side rotating member 70b is formed in a disk shape and is rotatably arranged around the axis of the counter shaft 50. The second output-side rotating member 70b is provided on the counter shaft 50 so as to be relatively non-rotatable, so that the second output-side rotating member 70b rotates integrally with the counter shaft 50. In this connection, the second output side rotating member 70b is connected to the drive wheel 14 via a counter shaft 50, a counter gear 54, an output shaft 30, a differential device 38, and the like so as to be able to transmit power.

On the surface of the second output-side rotating member 70b facing the input-side rotating member 68 in the axial direction, a second concave portion 78b that is recessed in a direction away from the input-side rotating member 68 is formed. The second recesses 78b are formed in the same number as the second accommodating portions 76b, and are arranged at equal angular intervals in the circumferential direction. Further, the second recess 78b is formed at the same position as the second accommodating portion 76b formed in the input side rotating member 68 in the radial direction of the second output side rotating member 70b. Therefore, when the rotational positions of the second accommodating portion 76b and the second concave portion 78b coincide with each other, the second accommodating portion 76b and each second accommodating portion 78b are in a state of being adjacent to each other in the axial direction. The second recess 78b has a shape that can accommodate one end of the second strut 72b. Further, at one end of the second recess 78b in the circumferential direction, the input side rotating member 68 is moved in the vehicle reverse direction (FIG. 2, FIG. 2) by the power of the engine 12 in a state where the two-way clutch TWC shown in FIG. 3 is switched to the lock mode. A second wall surface 80b that comes into contact with one end of the second strut 72b is formed when the vehicle rotates upward on the paper surface in No. 3) and when the vehicle coasts while traveling forward.

The first strut 72a is made of a plate-shaped member having a predetermined thickness, and is formed in a longitudinal shape along the rotation direction (vertical direction of the paper surface) as shown in the cross sections of FIGS. 2 and 3. Further, the first strut 72a has a predetermined dimension in the direction perpendicular to the paper surface in FIGS. 2 and 3.

One end of the first strut 72a in the longitudinal direction is urged toward the first output side rotating member 70a by a torsion coil spring 73a. Further, the other end of the first strut 72a in the longitudinal direction is brought into contact with the first stepped portion 82a formed in the first accommodating portion 76a. The first strut 72a is rotatable around the other end of contact with the first stepped portion 82a. The torsion coil spring 73a is interposed between the first strut 72a and the input side rotating member 68, and urges one end of the first strut 72a toward the first output side rotating member 70a.

With the above configuration, the first strut 72a is the first strut 72a when the power acting in the vehicle forward direction is transmitted from the engine 12 side in a state where the two-way clutch TWC is switched between the one-way mode and the lock mode. One end of the 1 strut 72a is brought into contact with the first wall surface 80a of the first output side rotating member 70a, and the other end of the first strut 72a is brought into contact with the first stepped portion 82a of the input side rotating member 68. .. In this state, the relative rotation between the input side rotating member 68 and the first output side rotating member 70a is prevented, and the power acting in the vehicle forward direction is transmitted to the drive wheel 14 side via the two-way clutch TWC. The first strut 72a, the torsion coil spring 73a, the first accommodating portion 76a, and the first recess 78a (first wall surface 80a) transmit power in the driving state of the vehicle 10 during forward traveling, while the vehicle during forward traveling. A one-way clutch that shuts off power in the driven state of 10 is configured.

The second strut 72b is made of a plate-shaped member having a predetermined thickness, and is formed in a longitudinal shape along the rotation direction (vertical direction of the paper surface) as shown in the cross sections of FIGS. 2 and 3. Further, the second strut 72b has a predetermined dimension in the direction perpendicular to the paper surface in FIGS. 2 and 3.

One end of the second strut 72b in the longitudinal direction is urged toward the second output side rotating member 70b by a torsion coil spring 73b. Further, the other end of the second strut 72b in the longitudinal direction is brought into contact with the second stepped portion 82b formed in the second accommodating portion 76b. The second strut 72b is rotatable around the other end of contact with the second stepped portion 82b. The torsion coil spring 73b is interposed between the second strut 72b and the input side rotating member 68, and urges one end of the second strut 72b toward the second output side rotating member 70b.

With the above configuration, the second strut 72b has the second strut 72b when the power acting in the vehicle reverse direction is transmitted from the engine 12 side in the state where the two-way clutch TWC is switched to the lock mode. One end of the second strut 72b is brought into contact with the second wall surface 80b of the second output side rotating member 70b, and the other end of the second strut 72b is brought into contact with the second stepped portion 82b of the input side rotating member 68. Further, even when the second strut 72b is coasted during the forward traveling, one end of the second strut 72b is brought into contact with the second wall surface 80b of the second output side rotating member 70b, and the other end of the second strut 72b is on the input side. It is brought into contact with the second stepped portion 82b of the rotating member 68. In this state, the relative rotation between the input side rotating member 68 and the second output side rotating member 70b is prevented, and the power acting in the vehicle reverse direction is transmitted to the drive wheels 14 via the two-way clutch TWC. Further, the rotation transmitted from the drive wheel 14 side during coasting is transmitted to the engine 12 side via the two-way clutch TWC. The second strut 72b, the torsion coil spring 73b, the second accommodating portion 76b, and the second recess 78b (second wall surface 80b) transmit the power acting in the vehicle backward direction to the drive wheels 14, while transmitting the power in the vehicle forward direction. A one-way clutch that shuts off the acting power is configured.

Further, the second output side rotating member 70b is formed with a plurality of through holes 88 that penetrate the second output side rotating member 70b in the axial direction. Each through hole 88 is formed at a position overlapping with each second recess 78b when viewed from the axial direction of the counter shaft 50. Therefore, one end of each through hole 88 communicates with the second recess 78b. A pin 90 is inserted through each through hole 88. The pin 90 is formed in a columnar shape and is slidable in the through hole 88. One end of the pin 90 is in contact with the pressing plate 74 constituting the hydraulic actuator 41, and the other end of the pin 90 hits an annular ring 86 whose circumferential direction partially passes through the second recess 78b. Being in contact.

The ring 86 is fitted into a plurality of arcuate grooves 84 formed in the second output side rotating member 70b and connected to the second concave portions 78b adjacent to each other in the circumferential direction, and is fitted in the second output side. Axial relative movement with respect to the rotating member 70b is allowed.

The hydraulic actuator 41 is arranged on the same counter shaft 50 as the two-way clutch TWC, at a position adjacent to the second output side rotating member 70b in the axial direction of the counter shaft 50. The hydraulic actuator 41 shafts the pressing plate 74 by supplying a pressing plate 74, a plurality of coil springs 92 interposed between the counter gear 54 and the pressing plate 74 in the axial direction, and hydraulic oil. It is provided with a hydraulic chamber (not shown) that generates a thrust that moves the counter gear 54 side in the direction.

The pressing plate 74 is formed in a disk shape and is arranged so as to be movable relative to the counter shaft 50 in the axial direction. The spring 92 urges the pressing plate 74 to the second output side rotating member 70b side in the axial direction. Therefore, in a state where the hydraulic oil is not supplied to the hydraulic chamber of the hydraulic actuator 41, as shown in FIG. 2, the pressing plate 74 is axially moved to the second output side rotating member 70b side by the urging force of the spring 92. , The pressing plate 74 is brought into contact with the second output side rotating member 70b. At this time, as shown in FIG. 2, one end of the pin 90, the ring 86, and the second strut 72b is moved to the input side rotating member 68 side in the axial direction, so that the two-way clutch TWC is switched to the one-way mode. ..

When hydraulic oil is supplied to the hydraulic chamber of the hydraulic actuator 41, the pressing plate 74 is axially moved toward the counter gear 54 against the urging force of the spring 92, and the pressing plate 74 is moved to the counter gear 54 side. 2 It is in a state of being separated from the output side rotating member 70b. At this time, as shown in FIG. 3, one end of the pin 90, the ring 86, and the second strut 72b is moved to the counter gear 54 side in the axial direction by the urging force of the torsion coil spring 73b, so that the two-way clutch TWC Is switched to lock mode.

When the two-way clutch TWC shown in FIG. 2 is in the one-way mode, the pressing plate 74 is brought into contact with the second output side rotating member 70b by the urging force of the spring 92. At this time, the pin 90 is pushed by the pressing plate 74 and moved toward the input side rotating member 68 in the axial direction, and the ring 86 is also pushed by the pin 90 and moved toward the input side rotating member 68 in the axial direction. Be done. As a result, one end of the second strut 72b is pressed against the ring 86 and moved to the input side rotating member 68 side, so that the contact between one end of the second strut 72b and the second wall surface 80b is prevented. At this time, the relative rotation between the input side rotating member 68 and the second output side rotating member 70b is allowed, and the second strut 72b does not function as a one-way clutch. On the other hand, one end of the first strut 72a is urged toward the first output side rotating member 70a by the torsion coil spring 73a so that it can come into contact with the first wall surface 80a of the first recess 78a. The strut 72a functions as a one-way clutch that transmits a driving force acting in the vehicle forward direction. That is, the first strut 72a functions as a one-way clutch that transmits power in the driven state of the vehicle 10 during forward traveling while shutting off the power in the driven state of the vehicle 10 during forward traveling.

When the two-way clutch TWC shown in FIG. 2 is in the one-way mode, one end of the first strut 72a can come into contact with the first wall surface 80a of the first output side rotating member 70a. When the vehicle 10 in which the power acting in the forward direction is transmitted is in a driving state, as shown in FIG. 2, one end of the first strut 72a and the first wall surface 80a come into contact with each other and the other end of the first strut 72a. When the first stepped portion 82a comes into contact with the first stepped portion 82a, the relative rotation in the vehicle forward direction is prevented between the input side rotating member 68 and the first output side rotating member 70a, and the power of the engine 12 causes the two-way clutch TWC. It is transmitted to the drive wheel 14 via the drive wheel 14. On the other hand, when the vehicle 10 is driven by coasting during forward traveling, one end of the first strut 72a and the first wall surface 80a of the first output side rotating member 70a may come into contact with each other. Since the relative rotation between the input side rotating member 68 and the first output side rotating member 70a is allowed, the power transmission via the two-way clutch TWC is cut off. Therefore, when the two-way clutch TWC is in the one-way mode, the first strut 72a functions as a one-way clutch, and the power is transmitted from the engine 12 in the driving state of the vehicle 10 in which the power acting in the vehicle forward direction is transmitted. The power is cut off in the driven state of the vehicle 10 that coasts while traveling forward.

When the two-way clutch TWC shown in FIG. 3 is in the lock mode, hydraulic oil is supplied to the hydraulic chamber of the hydraulic actuator 41, so that the pressing plate 74 resists the urging force of the spring 92 and the second output side rotating member. It is moved away from 70b. At this time, one end of the second strut 72b is moved to the second concave portion 78b side of the second output side rotating member 70b by the urging force of the torsion coil spring 73b, and can come into contact with the second wall surface 80b. Further, as in the one-way mode of FIG. 2, one end of the first strut 72a can come into contact with the first wall surface 80a of the output side rotating member 70b.

When the power acting in the vehicle forward direction is transmitted while the two-way clutch TWC shown in FIG. 3 is in the lock mode, one end of the first strut 72a comes into contact with the first wall surface 80a of the first output side rotating member 70a. When the other end of the first strut 72a comes into contact with the first stepped portion 82a, the relative rotation between the input side rotating member 68 and the first output side rotating member 70a in the vehicle forward direction is prevented. Further, when the power acting in the vehicle reverse direction is transmitted while the two-way clutch TWC is in the lock mode, one end of the second strut 72b is the second wall surface of the second output side rotating member 70b, as shown in FIG. The other end of the second strut 72b abuts on the second stepped portion 82b while abutting on the 80b, so that the relative rotation in the vehicle reverse direction between the input side rotating member 68 and the second output side rotating member 70b. Is blocked. Therefore, when the two-way clutch TWC is in the lock mode, the first strut 72a and the second strut 72b function as one-way clutches, respectively, and in the two-way clutch TWC, the power acting in the vehicle forward direction and the vehicle reverse direction is transmitted to the drive wheels 14. It becomes possible to communicate. Therefore, when the vehicle is moving backward, the two-way clutch TWC is switched to the lock mode, so that the vehicle can run backward. Further, when the two-way clutch TWC is switched to the lock mode in the driven state of the vehicle 10 inertially traveling while the vehicle is traveling forward, the rotation transmitted from the drive wheel 14 side is transmitted to the engine 12 via the two-way clutch TWC. By being transmitted to the side, the engine brake can be generated by the engine 12 being rotated. Therefore, when the two-way clutch TWC is in the lock mode, the first strut 72a and the second strut 72b function as a one-way clutch, and power is transmitted in the driven state and the driven state of the vehicle 10.

FIG. 4 is an engagement operation table showing an engagement state of each engagement device for each operation position POSsh selected by a shift lever 98 (not shown) as a shift switching device provided in the vehicle 10. In FIG. 4, “C1” corresponds to the first clutch C1, “C2” corresponds to the second clutch C2, “B1” corresponds to the first brake B1, and “TWC” corresponds to the two-way clutch TWC. Further, "P (P position)", "R (R position)", "N (N position)", "D (D position)", and "M (M position)" are selected by the shift lever 98. Each operation position POSsh is shown. Further, "◯" in FIG. 4 indicates engagement of each engaging device, and blank indicates release. In the "TWC" corresponding to the two-way clutch TWC, "◯" indicates the switching of the two-way clutch TWC to the lock mode, and the blank indicates the switching of the two-way clutch TWC to the one-way mode.

For example, when the operation position POSsh of the shift lever 98 is switched to the P position which is the vehicle stop position or the N position which is the power transmission cutoff position, as shown in FIG. 4, the first clutch C1 and the first clutch C1 2 The clutch C2 and the first brake B1 are released. At this time, the power is not transmitted in any of the first power transmission path PT1 and the second power transmission path PT2, and the state becomes neutral.

Further, when the operation position POSsh of the shift lever 98 is switched to the R position which is the reverse traveling position, the first brake B1 is engaged and the two-way clutch TWC is switched to the lock mode as shown in FIG. .. When the first brake B1 is engaged, the power acting in the reverse direction from the engine 12 side is transmitted to the gear mechanism 28. At this time, if the two-way clutch TWC is in the one-way mode, the power is cut off by the two-way clutch TWC, so that the vehicle cannot travel backward. Therefore, when the two-way clutch TWC is switched to the lock mode, the power acting in the vehicle reverse direction is transmitted to the output shaft 30 side via the two-way clutch TWC, so that the vehicle can travel backward. Therefore, when the operation position POSsh is switched to the R position, the first brake B1 is engaged and the two-way clutch TWC is switched to the lock mode via the first power transmission path PT1 (gear mechanism 28). A reverse gear stage is formed in which power in the reverse direction of the vehicle is transmitted.

Further, when the operation position POSsh of the shift lever 98 is switched to the D position, which is the forward traveling position, the first clutch C1 is engaged or the second clutch C2 is engaged as shown in FIG. Will be done. “D1 (D1 position)” and “D2 (D2 position)” shown in FIG. 4 are virtual operation positions set under control, and when the operation position POSsh is switched to the D position, the running state of the vehicle 10 It is automatically switched to the D1 position or the D2 position depending on the position. The D1 position is switched in a relatively low vehicle speed region including when the vehicle is stopped. The D2 position is switched in a relatively high vehicle speed region including a medium vehicle speed region. For example, when the traveling state of the vehicle 10 moves from the low vehicle speed region to the high vehicle speed region while traveling in the D position, the vehicle is automatically switched from the D1 position to the D2 position.

For example, when the operating position POSsh is switched to the D position, if the traveling state of the vehicle 10 is in the traveling region corresponding to the D1 position, the first clutch C1 is engaged and the second clutch C2 is released. To. At this time, a forward gear stage is formed in which the power acting from the engine 12 side in the vehicle forward direction is transmitted to the drive wheels 14 via the first power transmission path PT1 (gear mechanism 28). Hereinafter, traveling in a state where the forward gear stage is formed is referred to as a gear traveling mode. Since the two-way clutch TWC has been switched to the one-way mode, it is possible to transmit the power acting in the vehicle forward direction to the drive wheels 14.

Further, when the operation position POSsh is switched to the D position, if the traveling state of the vehicle 10 is in the traveling region corresponding to the D2 position, the first clutch C1 is released and the second clutch C2 is engaged. Will be done. At this time, a continuously variable transmission for forward is formed in which the power acting in the forward direction from the engine 12 side is transmitted to the drive wheels 14 via the second power transmission path PT2 (continuously variable transmission 24). Hereinafter, traveling in a state where the continuously variable transmission for forward is formed is referred to as a belt traveling mode. When the continuously variable transmission for forward is formed, the continuously variable transmission 24 can travel with the speed change. In this way, when the operation position POSsh is switched to the D position, the power transmission path PT is switched between the first power transmission path PT1 and the second power transmission path PT2 according to the traveling state of the vehicle 10.

Further, when the operation position POSsh of the shift lever 98 is switched to the M position, it is possible to switch between the upshift and the downshift by the manual operation of the driver. That is, the M position is a manual shift position in which shifting can be performed manually by the driver. For example, when the operation position POSsh is switched to the M position and manually operated by the driver to the downshift side, the first clutch C1 is engaged and the two-way clutch TWC is switched to the lock mode for forward movement. A gear stage is formed. By switching the two-way clutch TWC to the lock mode, power can be transmitted in both the driven state and the driven state of the vehicle 10 in the two-way clutch TWC. For example, during coasting, the driven state is such that the rotation is transmitted from the drive wheel 14 side, but if the engine is manually operated to the downshift side in the M position at this time, the rotation transmitted from the drive wheel 14 side is two-way. By being transmitted to the engine 12 side via the clutch TWC, engine braking can be generated by the engine 12 being rotated around. In this way, when the operation position POSsh is downshifted in the M position, power is transmitted to the drive wheels 14 via the first power transmission path PT1 (gear mechanism 28), and the drive is driven during coasting. A forward gear stage capable of generating engine braking is formed by transmitting the rotation transmitted from the wheel 14 side to the engine 12 side via the first power transmission path PT1.

Further, when the operation position POSsh of the shift lever 98 is manually operated to the upshift side by the driver while the operation position POSsh is switched to the M position, the second clutch C2 is engaged. At this time, a forward stepless speed change stage in which power is transmitted to the drive wheels 14 via the second power transmission path PT2 (stepless transmission 24) is formed. In this way, when the operation position POSsh is switched to the M position, the forward gear stage in which power is transmitted via the first power transmission path PT1 and the second power transmission path PT2 are manually operated by the driver. It is possible to perform a manual shift that can be switched to one of the stepless forward gears in which power is transmitted via. The case where the operation position POSsh is downshifted at the M position corresponds to the M1 position in FIG. 4, and the case where the operation position POSsh is upshifted at the M position corresponds to the M2 position in FIG. Further, although these M1 position and M2 position do not seem to exist, when the operation position POSsh is manually operated to the downshift side in the M position, the engagement state corresponding to the M1 position is switched to and the operation position is changed. When the POSsh is manually operated to the upshift side in the M position, it is switched to the engaged state corresponding to the M2 position.

As shown in FIG. 4, the first clutch C1 forms a forward gear stage (corresponding to the D1 position and the M1 position in FIG. 4) in which power is transmitted via the first power transmission path PT1. Engage only in. In other words, the first clutch C1 is not engaged when forming a shift stage other than the forward gear stage.

FIG. 5 is a diagram schematically showing a hydraulic control circuit 46 that controls an operating state of the continuously variable transmission 24 and the power transmission device 16 of FIG. In FIG. 5, the primary pulley 60 constituting the continuously variable transmission 24 cannot rotate relative to the fixed sheave 60a connected to the primary shaft 58 and the fixed sheave 60a around the axis of the primary shaft 58, and is in the axial direction. It is provided with a movable sheave 60b provided so as to be movable, and a hydraulic actuator 60c for applying a primary thrust Wpri to the movable sheave 60b. The primary thrust Wpri is the thrust (= primary pressure Ppri × pressure receiving area) of the primary pulley 60 for changing the V-groove width between the fixed sheave 60a and the movable sheave 60b. The primary pressure Ppri is the hydraulic pressure supplied to the hydraulic actuator 60c by the hydraulic control circuit 46.

Further, the secondary pulley 64 has a fixed sheave 64a connected to the secondary shaft 62 and a movable sheave 64b provided so as to be non-rotatable and movable in the axial direction with respect to the fixed sheave 64a. And a hydraulic actuator 64c that applies a secondary thrust Wsec to the movable sheave 64b. The secondary thrust Wsec is the thrust (= secondary pressure Psec × pressure receiving area) of the secondary pulley 64 for changing the V-groove width between the fixed sheave 64a and the movable sheave 64b. The secondary pressure Psec is the hydraulic pressure supplied to the hydraulic actuator 64c by the hydraulic control circuit 46.

In the continuously variable transmission 24, the primary pressure Ppri and the secondary pressure Psec are adjusted by the hydraulic control circuit 46, so that the primary thrust Wpri and the secondary thrust Wsec are controlled, respectively. As a result, in the continuously variable transmission 24, the V-groove width of each of the pulleys 60 and 64 is changed, the hooking diameter (= effective diameter) of the transmission belt 66 is changed, and the gear ratio γcvt (= primary rotation speed Npri / secondary rotation) is changed. The speed Nsec) is changed, and the belt pinching pressure is controlled so that the transmission belt 66 does not slip. That is, by controlling the primary thrust Wpri and the secondary thrust Wsec respectively, the speed change ratio γcvt of the continuously variable transmission 24 is shifted toward the target speed change ratio γcvttgt while the belt slippage, which is the slippage of the transmission belt 66, is prevented. .. The primary rotation speed Npri is the rotation speed of the primary shaft 58, the input shaft 22, and the primary pulley 60, and the secondary rotation speed Nsec is the rotation speed of the secondary shaft 62 and the secondary pulley 64.

The hydraulic control circuit 46 is configured to include a plurality of solenoid valves (solenoid valves), a plurality of control valves, and the like. Further, as a plurality of solenoid valves, an on / off solenoid valve 91 for controlling the C1 control pressure Pc1 which is the supply hydraulic pressure of the hydraulic actuator C1a of the first clutch C1 and the supply hydraulic pressure of the hydraulic actuator C2a of the second clutch C2. It includes a linear solenoid valve 94 for controlling the C2 control pressure Pc2. Since the on / off solenoid valve 91 and the linear solenoid valve 94 are known techniques, detailed description thereof will be omitted.

Further, although omitted in FIG. 5, the hydraulic control circuit 46 is a hydraulic actuator 41 for switching the mode of the B1 control pressure Pb1 and the two-way clutch TWC, which are the supply hydraulic pressure supplied to the hydraulic actuator B1a of the first brake B1. Controls the TWC hydraulic pressure Ptwc, which is the hydraulic pressure supplied to the primary pulley 60, the primary pressure Ppri supplied to the hydraulic actuator 60c of the primary pulley 60, the secondary pressure Psec supplied to the hydraulic actuator 64c of the secondary pulley 64, and the lockup clutch LU. It is provided with a plurality of solenoid valves for directly or indirectly controlling the LU pressure Pl. In this embodiment, it is assumed that the solenoid valves that control these hydraulic pressures are all composed of linear solenoid valves.

As described above, the C1 control pressure Pc1 supplied to the hydraulic actuator C1a of the first clutch C1 is controlled by the on / off solenoid valve 91. The on / off solenoid valve 91 outputs the C1 control pressure Pc1 supplied to the hydraulic actuator C1a using the modulator pressure PM adjusted by the modulator valve (not shown) as the original pressure. For example, when the on-off solenoid valve 91 is switched to the on side, the modulator pressure PM is output as the C1 control pressure Pc1, and when the on-off solenoid valve 91 is switched to the off side, the hydraulic oil of the hydraulic actuator C1a is discharged and C1. The control pressure Pc1 becomes zero. That is, while the on / off solenoid valve 91 controls the C1 control pressure Pc1 to either the modulator pressure PM or zero, the hydraulic pressure during that period cannot be precisely controlled. In the hydraulic control circuit 46, the oil passage is configured so that the on / off solenoid valve 91 is not connected to the hydraulic actuator of the engaging device other than the first clutch C1.

The C2 control pressure Pc2 supplied to the hydraulic actuator C2a of the second clutch C2 is controlled by the linear solenoid valve 94. The linear solenoid valve 94 can prime the modulator valve PM and precisely control the C2 control pressure Pc2 supplied to the hydraulic actuator C2a based on the electric signal (instructed current) output to the linear solenoid valve 94. ..

Returning to FIG. 1, the vehicle 10 includes an electronic control device 100 as a controller including a control device for the power transmission device 16. The electronic control device 100 includes, for example, a so-called microcomputer provided with a CPU, RAM, ROM, an input / output interface, etc., and the CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. Various controls of the vehicle 10 are executed by performing signal processing. The electronic control device 100 is a hydraulic pressure that switches the operating state of each of the output control of the engine 12, the shift control of the continuously variable transmission 24, the belt pinching pressure control, and the plurality of engaging devices (C1, B1, C2, TWC). Execute control etc. The electronic control device 100 is separately configured for engine control, hydraulic control, and the like, if necessary.

The electronic control device 100 includes various sensors provided in the vehicle 10 (for example, various rotational speed sensors 102, 104, 106, 108, 109, accelerator operation amount sensor 110, throttle opening sensor 112, shift position sensor 114, oil). Various detection signals by temperature sensor 116 etc. (for example, engine rotation speed Ne, primary rotation speed Npri which is the same value as input shaft rotation speed Nin, secondary rotation speed Nsec, output shaft rotation speed Nout corresponding to vehicle speed V, two-way clutch TWC The input rotation speed Ntwcin of the input side rotating member 68, the accelerator operation amount θacc of the accelerator pedal 45 indicating the magnitude of the acceleration operation of the driver, the throttle opening tap, and the shift as a shift switching device provided in the vehicle 10. The operating position POSsh of the lever 98, the hydraulic oil temperature THoil, which is the temperature of the hydraulic oil in the hydraulic control circuit 46, etc.) are supplied respectively. The input shaft rotation speed Nin (= primary rotation speed Npri) is also the turbine rotation speed NT. Further, the electronic control device 100 calculates the actual gear ratio γcvt (= Npri / Nsec), which is the actual gear ratio γcvt of the continuously variable transmission 24, based on the primary rotation speed Npri and the secondary rotation speed Nsec. Further, the electronic control device 100 has a first output side rotating member 70a and a second output side rotating member 70b (hereinafter, unless otherwise specified, output side rotation) constituting the two-way clutch TWC based on the output shaft rotation speed Nout. The output rotation speed Ntwcout of the member 70) is calculated.

From the electronic control device 100, various command signals (for example, engine control command signal Se for controlling the engine 12 and continuously variable transmission) are transmitted to each device (for example, engine control device 42, hydraulic control circuit 46, etc.) provided in the vehicle 10. Hydraulic control command signal Scvt for controlling gear shifting and belt pinching pressure of the machine 24, hydraulic control command signal Scbd for controlling the operating state of each of the plurality of engaging devices, operating state of the lockup clutch LU The hydraulic control command signal Slu, etc. for controlling) is output respectively.

In response to these various command signals, the C1 control pressure Pc1 which is the supply hydraulic pressure supplied from the hydraulic control circuit 46 to the hydraulic pressure actuator C1a of the first clutch C1 and the supply hydraulic pressure supplied to the hydraulic pressure actuator B1a of the first brake B1. A certain B1 control pressure Pb1, C2 control pressure Pc2 which is the supply hydraulic pressure supplied to the hydraulic pressure actuator C2a of the second clutch C2, TWC hydraulic pressure Ptwc which is the supply hydraulic pressure supplied to the hydraulic actuator 41 which switches the mode of the two-way clutch TWC, primary. The primary pressure Ppri supplied to the hydraulic actuator 60c of the pulley 60, the secondary pressure Psec supplied to the hydraulic actuator 64c of the secondary pulley 64, the LU pressure Pl to control the lockup clutch LU, and the like are output.

The electronic control device 100 includes an engine control unit 120 that functions as an engine control means, a shift control unit 122 that functions as a shift control means, and a neutral control unit that functions as a neutral control means in order to realize various controls in the vehicle 10. It is functionally equipped with 126.

The engine control unit 120 applies the accelerator operation amount θacc and the vehicle speed V to, for example, a driving force map, which is a relationship that is experimentally or designedly obtained and stored in advance, that is, a predetermined relationship, so that the required driving force Fdem Is calculated. The engine control unit 120 sets a target engine torque Tet from which the required driving force Fdem can be obtained, and outputs a command to control the engine 12 so that the target engine torque Tet can be obtained to the engine control device 42.

The shift control unit 122 sends a command to the hydraulic control circuit 46 to switch the first clutch C1 to the engaged state when the operation position POSsh is switched from the N position to the D position, for example, in the vehicle stop state or the low vehicle speed state. Output. As a result, the forward gear stage is formed in the power transmission device 16, and the mode is switched to the forward gear traveling mode in which forward traveling is possible by transmitting power via the first power transmission path PT1. Further, the shift control unit 122 issues a command to switch the first brake B1 to the engaged state and to switch the two-way clutch TWC to the lock mode when the operation position POSsh is switched from the N position to the R position in the vehicle stopped state. Output to the hydraulic control circuit 46. As a result, the reverse gear stage is formed in the power transmission device 16, and the mode is switched to the reverse gear travel mode in which reverse travel is possible by transmitting power via the first power transmission path PT1.

Further, the shift control unit 122 has a target gear ratio γtgt calculated based on the accelerator opening degree θacc, the vehicle speed V, etc. while traveling in the belt traveling mode in which power is transmitted via the second power transmission path PT2, for example. A command for controlling the gear ratio γ of the continuously variable transmission 24 is output to the hydraulic control circuit 46 so as to be. Specifically, the shift control unit 122 adjusts the belt pinching pressure of the continuously variable transmission 24 to an optimum value, and the operating point of the engine 12 is on a predetermined optimum line (for example, the engine optimum fuel pressure line). It stores a predetermined relationship (for example, a shift map) that achieves the target gear ratio γtgt of the continuously variable transmission 24, and based on that relationship, the hydraulic actuator 60c of the primary pulley 60 is based on the accelerator operation amount θacc and the vehicle speed V. The primary indicated pressure Ppritgt as the command value of the primary pressure Ppri supplied to the secondary pulley 64 and the secondary indicated pressure Psectgt as the command value of the secondary pressure Psec supplied to the hydraulic actuator 64c of the secondary pulley 64 are determined, and the primary indicated pressure Ppritgt is determined. And a command for controlling the primary pressure Ppri and the secondary pressure Psec so as to become the secondary instruction pressure Psectgt is output to the hydraulic control circuit 46 to execute the continuously variable transmission 24. Since the shift control of the continuously variable transmission 24 is a known technique, detailed description thereof will be omitted.

Further, when the operation position POSsh is the D position, the shift control unit 122 has a gear traveling mode in which power is transmitted via the first power transmission path PT1 and a second power transmission path PT2. The switching control for switching the traveling mode between the belt traveling mode in which power is transmitted and the traveling mode is executed. That is, the shift control unit 122 executes switching control for switching the power transmission path PT between the first power transmission path PT1 and the second power transmission path PT2. The shift control unit 122 has a first speed shift corresponding to the gear ratio EL of the gear mechanism 28 in the gear travel mode, and a second speed shift corresponding to the lowest gear ratio γmax of the continuously variable transmission 24 in the belt travel mode. It stores a shift map, which is a predetermined relationship for shifting between gears. The shift map is composed of vehicle speed V, accelerator operation amount θacc, etc., and on the shift map, an upshift line for determining an upshift to the second gear, that is, a switch to the belt traveling mode, and a first gear. A downshift line for determining downshifting to the 1st gear, that is, switching to the gear traveling mode is set. The shift control unit 122 determines the necessity of shifting by applying the actual vehicle speed V and the accelerator operation amount θacc to the shift map, and executes shifting (that is, switching of the traveling mode) based on the determination result. For example, if the vehicle straddles the downshift line while traveling in the belt traveling mode, it is determined that the downshift is to the first gear (gear traveling mode) (downshift request), and the vehicle is traveling in the gear traveling mode. , When straddling the upshift line, it is determined that the upshift to the second gear (belt traveling mode) is performed (upshift request). The gear traveling mode corresponds to the D1 position in FIG. 4, and the belt traveling mode corresponds to the D2 position in FIG.

For example, the shift control unit 122 is in a belt traveling mode (D2 position in FIG. 4, second) while the operation position POSsh is traveling in the gear traveling mode (corresponding to the D1 position in FIG. When the upshift request for switching to (corresponding to the speed shift stage) is satisfied, a command for disengaging the first clutch C1 and engaging the second clutch C2 is output to the hydraulic control circuit 46. As a result, the power transmission path PT is switched from the first power transmission path PT1 to the second power transmission path PT2, so that the gear traveling mode can be switched to the belt traveling mode.

When the vehicle 10 is stopped in the state where the operation position POSsh of the shift lever 98 is in the D position, specifically, in the gear traveling mode (first gear), the neutral control unit 126 operates a predetermined condition (operation of hydraulic oil). When the oil temperature THoil is within a predetermined range, etc.), neutral control is executed. Neutral control is to execute slip control that slip-engages (semi-engages) the engaging device (first clutch C1 in this embodiment) that is engaged when the vehicle is stopped, so that the engine is stopped while the vehicle is stopped. The load according to No. 12 is reduced to improve the fuel efficiency when the vehicle is stopped. Here, when the C1 control pressure Pc1 of the first clutch C1 is controlled by the linear solenoid valve, the neutral control can be executed by executing the slip control of the first clutch C1. However, in this embodiment, since the C1 control pressure Pc1 of the first clutch C1 is controlled by the on / off solenoid valve 91, the slip control of the first clutch C1 cannot be executed. Therefore, the neutral control by the slip control of the first clutch C1 cannot be executed.

Therefore, the neutral control unit 126 executes the neutral control by executing the slip control of the second clutch C2 instead of the first clutch C1. Since the second clutch C2 can precisely control the C2 control pressure Pc2 by the linear solenoid valve 94, the slip control of the second clutch C2 can be executed. Here, immediately after the vehicle 10 is stopped, the first clutch C1 is engaged. Therefore, when the neutral control by the slip control of the second clutch C2 is executed, it is necessary to release the first clutch C1. There is. Therefore, if the first clutch C1 is released immediately after the vehicle 10 is stopped, the power transmission device 16 is switched to the neutral state and the load applied to the engine 12 is eliminated, so that the engine rotation speed Ne may rise. ..

In order to prevent the engine rotation speed Ne from rising, the neutral control unit 126 presets the C2 control pressure Pc2 of the second clutch C2 with the first clutch C1 engaged when the vehicle 10 is stopped. The standby pressure Pc2st is controlled, and the standby pressure Pc2st temporarily waits. The standby pressure Pc2st is set to a value (Pc2slip + α) obtained by adding a predetermined pressure α to the hydraulic pressure Pc2slip that secures the slip start torque capacity of the second clutch C2 that is preset at the time when the slip control is started. There is. The predetermined value α is set within a range in which the slip control of the second clutch C2 can be quickly performed. When the C2 control pressure Pc2 of the second clutch C2 is controlled to the standby pressure Pc2st, the torque capacity of the predetermined capacity β is set in the second clutch C2. This predetermined capacity β is set experimentally or experimentally in advance, and when the first clutch C1 is released while the torque capacity of the second clutch C2 is the predetermined capacity β, the engine rotation speed Ne is prevented from rising. It is set to the value to be.

The neutral control unit 126 releases the first clutch C1 after the C2 control pressure Pc2 of the second clutch C2 is made to stand by at the standby pressure Pc2st, that is, after the torque capacity of the second clutch C2 is set to a predetermined capacity β. At this time, since the torque capacity of the second clutch C2 is set to the predetermined capacity β, the engine rotation speed Ne is prevented from rising in the transitional period when the first clutch C1 is released. When the first clutch C1 is released, the neutral control unit 126 starts the neutral control by the second clutch C2. Specifically, the neutral control unit 126 gradually reduces the C2 control pressure Pc2 of the second clutch C2 toward the hydraulic pressure Pc2slip in which the slip start torque capacity at which the slip control is started is secured. Further, when the C2 control pressure Pc2 reaches the hydraulic pressure Pc2slip, the neutral control unit 126 controls the C2 control pressure Pc2 so that the slip amount of the second clutch C2 becomes a preset predetermined value.

In this way, when the neutral control is executed, the C2 control pressure Pc2 of the second clutch C2 is controlled to the standby pressure Pc2st in advance, and then the first clutch C1 is released to prevent the engine rotation speed Ne from rising. Neutral control by the second clutch C2 becomes possible while preventing it. When the C2 control pressure Pc2 of the second clutch C2 becomes the standby pressure Pc2st, the first clutch C1 and the second clutch C2 are in a state of having a torque capacity at the same time. 1 The power transmission path PT1 is cut off. Therefore, it is also prevented that the first power transmission path PT1 and the second power transmission path PT2 interfere with each other.

FIG. 6 is a flowchart illustrating a main part of the control operation of the electronic control device 100, that is, a neutral control control operation executed when the vehicle 10 is stopped at the operation position POSsh of the shift lever 98 at the D position. This flowchart is repeatedly executed while the vehicle 10 is running. Note that steps ST1 to ST5, which will be described later, all correspond to the control function of the neutral control unit 126.

First, in step ST1 (hereinafter, step is omitted), it is determined whether the vehicle 10 has stopped in the first speed shift stage in which the first clutch C1 is engaged, that is, in the gear traveling mode. If ST1 is denied, this routine is terminated. If ST1 is affirmed, it is determined in ST2 whether or not the operating conditions that allow the execution of neutral control are satisfied. The operating conditions are, for example, that the hydraulic oil temperature THoil of the hydraulic oil is within a predetermined range, and that the slope of the road surface is equal to or less than a predetermined value. If ST2 is denied, neutral control is not executed and this routine is terminated.

When ST2 is affirmed, in ST3, the C2 control pressure Pc2 of the second clutch C2 is controlled by the standby pressure Pc2st (hydraulic pressure Pc2slip + predetermined pressure α), and the standby pressure Pc2st temporarily waits. Then, in ST4, the first clutch C1 is released. Then, in ST5, the C2 control pressure Pc2 of the second clutch C2 is reduced, and the slip amount of the second clutch C2 is controlled to be a preset value.

FIG. 7 is a time chart showing an operation result based on the flowchart of FIG. Specifically, it is a time chart showing an operating state until the vehicle 10 is stopped and the neutral control is executed. In FIG. 7, the vertical axis is, in order from the top, the input shaft rotation speed Nin corresponding to the turbine rotation speed NT, the C1 control pressure Pc1 (instruction pressure) of the first clutch C1, and the C2 control pressure Pc2 (instruction) of the second clutch C2. Pressure) is shown respectively.

As shown in FIG. 7, before the time point t1, the vehicle is decelerated in order to stop the vehicle 10 while traveling in the gear traveling mode. In connection with this, the input shaft rotation speed Nin decreases before the time point t1. Further, since the vehicle 10 is in the gear traveling mode, the first clutch C1 is engaged before the time t1. When the vehicle 10 is stopped at the time point t1, since the first clutch C1 is engaged, the input shaft rotation speed Nin becomes zero. Further, at the time of t1, the C2 control pressure Pc2 (instructed pressure) of the second clutch C2 is set to the standby pressure Pc2st, and the C2 control pressure Pc2 (actual pressure) is controlled to be the standby pressure Pc2. At the time t2 when a predetermined time has elapsed from the time t1, the C1 control pressure Pc1 (instructed pressure) is set to zero in order to release the first clutch C1. As a result, the first clutch C1 is released. The predetermined time set between the t1 time point and the t2 time point is set to a value at which at least the actual pressure of the C2 control pressure Pc2 becomes the standby pressure Pc2st. Then, when the first clutch C1 is released, the C2 control pressure Pc2 is gradually reduced toward the hydraulic pressure Pc2slip in order to execute the neutral control, and thereafter, the slip amount of the second clutch C2 is a preset value. Is controlled to be. By being controlled as described above, the torque capacity of the second clutch C2 is held at the predetermined capacity β at the time of releasing the first clutch C1, so that the engine rotation speed Ne does not rise. Neutral control can be performed by slip control of the second clutch C2. In relation to this, even when the C1 control pressure Pc1 of the first clutch C1 is controlled by the on / off solenoid valve 91, the neutral control can be performed, so that the fuel efficiency can be improved.

As described above, according to the present embodiment, since the C1 control pressure Pc1 of the first clutch C1 is controlled by the on / off solenoid valve 91, the neutral control by the slip control of the first clutch C1 cannot be performed. Therefore, while the vehicle is stopped, neutral control is executed by slip-controlling the second clutch C2 in which the C2 control pressure Pc2 is controlled by the linear solenoid valve 94. Here, immediately after the vehicle is stopped, the first clutch C1 is engaged, but from this state, the torque capacity of the second clutch C2 is controlled to the standby pressure Pc2, which is a predetermined capacity. In the release transition period of 1 clutch C1, the engine rotation speed Nin is prevented from rising. Further, after the first clutch C1 is released, slip control (neutral control) by the second clutch C2 becomes possible. Further, since the C1 control pressure Pc1 of the first clutch C1 is controlled by the on / off solenoid valve 91, the manufacturing cost is reduced as compared with the case where the C1 control pressure Pc1 of the first clutch C1 is controlled by the linear solenoid valve. ..

Although the embodiments of the present invention have been described in detail with reference to the drawings, the present invention is also applicable to other aspects.

For example, in the above-described embodiment, the power transmission device 16 includes a first power transmission path PT1 having a first clutch C1 and a two-way clutch TWC between the input shaft 22 and the output shaft 30, a continuously variable transmission 24, and the like. The second power transmission path PT2 including the second clutch C2 is provided in parallel, but the present invention is not necessarily limited to the above configuration. The present invention may be appropriately applied as long as it is configured to include a plurality of power transmission paths and an engagement device provided in each power transmission path.

For example, the present invention is applied even if the power transmission device for a vehicle is composed of a stepped automatic transmission including a plurality of planetary gear devices and a plurality of engagement devices. be able to. In a stepped automatic transmission, the speed is changed to a plurality of gears according to the engaged state of the engaging device. Further, when the gear is changed to each gear, different power transmission paths are formed, so that the automatic transmission is provided with the same number of power transmission paths as the number of gears. Here, in the power transmission path formed when the vehicle starts, an engagement device (starting engagement device) and an auxiliary clutch (one-way clutch) are arranged in series on the power transmission path, and the starting engagement is provided. The supply hydraulic pressure of the device is configured to be controlled by an on / off solenoid valve. Further, when the neutral control is executed after the vehicle is stopped, the neutral control is executed by slip-controlling the engaging device whose engaging hydraulic pressure is controlled by the linear solenoid valve. Even in such a case, when the neutral control is executed, the starting engagement is performed with the torque capacity of the engaging device whose supply hydraulic pressure is controlled by the linear solenoid valve secured by a predetermined capacity. By releasing the device, neutral control can be executed while preventing the engine rotation speed Ne from rising.

Further, in the above-described embodiment, the two-way clutch TWC has a one-way mode in which power is transmitted in the driven state of the vehicle while the power is cut off in the driven state of the vehicle, and the power is generated in the driven state of the vehicle and the driven state of the vehicle. However, the present invention is not necessarily limited to the two-way clutch TWC of the present embodiment, although it is configured to be switchable to the lock mode for transmitting. The present invention can be applied even to a conventional one-way clutch that transmits power in the driven state of the vehicle while shutting off the power in the driven state of the vehicle. Further, the structure of the two-way clutch TWC is not necessarily limited to the present invention, and may be appropriately modified.

It should be noted that the above is only one embodiment, and the present invention can be carried out in a mode in which various changes and improvements are made based on the knowledge of those skilled in the art.

16: Vehicle power transmission device 22: Input shaft 24: Stepless transmission 30: Output shaft 91: On / off solenoid valve 94: Linear solenoid valve 100: Electronic control device (control device)
C1: 1st clutch (1st engaging device, engaging device)
C2: 2nd clutch (2nd engaging device, engaging device)
TWC: Two-way clutch (secondary clutch)
PT1: 1st power transmission path PT2: 2nd power transmission path

Claims (1)

It is configured to include a plurality of power transmission paths provided between the input shaft and the output shaft, and an engagement device provided in each power transmission path for connecting and disconnecting the respective power transmission paths. It is a control device for a vehicle power transmission device.
The plurality of power transmission paths are the first power transmission path that is switched to the power transmission state by engaging the first engagement device whose supply hydraulic pressure is controlled by the on / off solenoid valve, and the supply hydraulic pressure by the linear solenoid valve. Includes a second power transmission path that is switched to a power transmission state by engaging the second engagement device to which is controlled.
The first power transmission path is provided between the first engaging device, the first engaging device, and the output shaft, and transmits power in the driven state of the vehicle while in the driven state of the vehicle. Equipped with an auxiliary clutch that shuts off power,
When the neutral control is executed while the vehicle is stopped, the first engaging device is released after the torque capacity of the second engaging device is set to a predetermined capacity, and the second engaging device is released after the first engaging device is released. A control device for a power transmission device for a vehicle, which is characterized by performing slip control of an engagement device.

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