JP6958409B2 - Vehicle control device - Google Patents

Description

The present invention relates to a vehicle control device having a plurality of power transmission paths provided in parallel between a power source and a drive wheel.

It has a plurality of power transmission paths provided in parallel between an input rotating member through which the power of the power source is transmitted and an output rotating member that outputs the power to the drive wheels, and the plurality of power transmission paths are the first. 1 With a primary power transmission path formed by engagement of a friction engagement device and a meshing clutch, a first power transmission path via a gear mechanism having a gear stage, and a primary pulley formed by engagement of a second friction engagement device. A vehicle control device including a vehicle power transmission device, which is a second power transmission path via a stepless speed change mechanism in which a transmission element is wound between the secondary pulley and the secondary pulley, is well known. For example, the vehicle control device described in Patent Document 1 is that. In Patent Document 1, in a vehicle provided with a vehicle power transmission device having a first power transmission path and a second power transmission path in parallel, a first friction engagement is performed using hydraulic oil supplied from an oil pump. It is disclosed that a hydraulic control circuit having a plurality of solenoid valves for outputting a device, a second friction engaging device, a meshing clutch, a primary pulley, and a secondary pulley, respectively, is provided.

JP-A-2017-7369

By the way, when a plurality of solenoid valves are driven so as to overlap the operations that consume the flow rate, such as the engagement operation for switching the engagement device from the released state to the engagement state and the continuously variable transmission operation for shifting the continuously variable transmission mechanism. , The flow rate of hydraulic oil required for their operation may be insufficient. If the flow rate of hydraulic oil is insufficient, hardware problems may occur. The phenomenon that the flow rate of hydraulic oil is insufficient as described above is that, for example, when the oil pump is rotationally driven by a power source, the rotation speed of the power source decreases and the flow rate of the hydraulic oil supplied from the oil pump decreases. This is likely to occur when the oil temperature is high, or when the amount of hydraulic oil leaked in the hydraulic control circuit increases. The above-mentioned hardware defect is executed by superimposing, for example, the continuously variable transmission operation for shifting the continuously variable transmission mechanism and the engagement operation of the first friction engagement device or the engagement operation of the second friction engagement device. This is a problem such as slippage of the transmission element and poor engagement of the meshing clutch such that the meshing clutch in the engaged state is released. Alternatively, the above-mentioned hardware failure may occur when, for example, the continuously variable transmission operation for shifting the continuously variable transmission mechanism and the engagement operation of the meshing clutch are executed in an overlapping manner. It is a problem such as slipping.

The present invention has been made in the background of the above circumstances, and an object of the present invention is the flow rate of hydraulic oil supplied to the hydraulic control circuit with respect to the flow rate of hydraulic oil consumed in the hydraulic control circuit. It is an object of the present invention to provide a vehicle control device capable of reducing a defect affecting the running when there is a shortage.

The gist of the first invention is (a) the power provided in parallel between an input rotating member through which the power of the power source is transmitted and an output rotating member that outputs the power to the drive wheels. Each of the input rotating member has a plurality of power transmission paths that can be transmitted to the output rotating member, and the plurality of power transmission paths are formed by engaging the first friction engaging device and the meshing clutch. A stepless transmission element wound between the primary pulley and the secondary pulley, which is formed by engaging the first power transmission path and the second friction engaging device via a gear mechanism having a gear step. It has a vehicle power transmission device that is a second power transmission path via a speed change mechanism, and (b) a plurality of solenoid valves that each output hydraulic pressure using hydraulic oil, and the plurality of solenoid valves are the first. A first solenoid valve that regulates the first oil pressure that operates the friction engaging device, a second solenoid valve that regulates the second hydraulic pressure that operates the second friction engaging device, and a third hydraulic pressure that operates the meshing clutch. A hydraulic control circuit that is a third solenoid valve that regulates pressure, a fourth solenoid valve that regulates the fourth hydraulic pressure that operates the primary pulley, and a fifth solenoid valve that regulates the fifth hydraulic pressure that operates the secondary pulley, and (c). ) A control device of a vehicle provided with an oil pump for supplying the hydraulic oil to the hydraulic control circuit. (D) The first shift operation is performed by a driver who switches the shift switching device to a forward traveling operation position. 1 friction first engagement operation for switching the coupling device from the released state to the engaged state, before Symbol second engagement operation for switching the second frictional engagement device in accordance with the shift operation from the released state to the engaged state, and The engagement operation of any of the third engagement operations for switching the meshing clutch from the released state to the engagement state and the stepless speed change operation for operating the primary pulley and the secondary pulley are executed in an overlapping manner. When the flow rate of the hydraulic oil supplied to the hydraulic control circuit is insufficient with respect to the flow rate of the hydraulic oil consumed by the hydraulic control circuit, as compared with the case where the flow rate of the hydraulic oil is not insufficient. , look containing suppress shift control unit changes the speed ratio of the continuously variable transmission mechanism in the continuously variable transmission operation when running on top during the previous SL engagement operation, (e) said transmission control unit When the flow rate of the hydraulic oil is insufficient, the engagement operation is executed based on a predetermined priority of executing the engagement operation in preference to the stepless speed change operation. During the execution of the engagement operation, the continuously variable transmission operation is executed so as to maintain the gear ratio of the continuously variable transmission mechanism at the actual gear ratio at the start of execution of the engagement operation. The purpose is to suppress a change in the gear ratio of the continuously variable transmission mechanism in the continuously variable transmission operation.

According to the first aspect of the present invention, the first engagement operation with the shift operation, the second engagement operation with the shift operation, and one of the engagement operation of the third engagement operation, stepless operation When the flow rate of the hydraulic oil supplied to the hydraulic control circuit is insufficient for the flow rate of the hydraulic oil consumed in the hydraulic control circuit when the above is executed repeatedly, the flow rate of the hydraulic oil is not insufficient. In comparison, the change in the gear ratio of the continuously variable transmission mechanism in the continuously variable transmission operation when the engagement operation is repeatedly executed during the execution of the engagement operation is suppressed, and when the flow rate of the hydraulic oil is insufficient, the flow rate of the hydraulic oil is insufficient. Based on a predetermined priority that the engagement operation is executed in preference to the continuously variable transmission operation, during the execution of the engagement operation, the gear ratio of the continuously variable transmission mechanism is set at the start of execution of the engagement operation. Since the continuously variable transmission is executed so as to maintain the actual gear ratio, the flow rate of the hydraulic oil consumed in the flood control circuit is reduced, and the occurrence of problems due to insufficient flow rate of the hydraulic oil is suppressed. Can be done. This facilitates the proper formation of the power transmission path and the prevention of slippage of the transmission element. Therefore, when the flow rate of the hydraulic oil supplied to the hydraulic control circuit is insufficient with respect to the flow rate of the hydraulic oil consumed in the hydraulic control circuit, it is possible to reduce a problem affecting the running.

It is a figure explaining the schematic structure of the vehicle to which this invention is applied, and also is the figure explaining the main part of the control function and the control system for various control in a vehicle. It is a figure for demonstrating the structure of the stepless speed change mechanism and the structure of a hydraulic control circuit. It is a flowchart explaining the main part of the control operation of an electronic control device, that is, the control operation for reducing a defect affecting running when the flow rate of hydraulic oil is insufficient.

In the embodiment of the present invention, the primary pulley which is the input side pulley and the secondary pulley which is the output side pulley are, for example, the groove width between the fixed sheave and the movable sheave and their fixed sheave and the movable sheave, respectively. It has a hydraulic actuator that applies thrust to change the. The pulley hydraulic pressure in the primary pulley, which is the fourth hydraulic pressure for operating the primary pulley, is supplied to the hydraulic actuator of the primary pulley, and the pulley hydraulic pressure in the secondary pulley, which is the fifth hydraulic pressure for operating the secondary pulley, is the secondary pulley. It is supplied to the hydraulic actuator. The hydraulic control circuit may be configured to result in pulley oil pressure by controlling the flow rate of hydraulic oil to each of the hydraulic actuators, for example. By controlling each thrust (= pulley oil pressure × pressure receiving area) in the primary pulley and the secondary pulley by such a hydraulic control circuit, the target is prevented from slipping of the transmission element of the continuously variable transmission mechanism. The shift control is executed so that the shift is realized. The transmission element wound between the primary pulley and the secondary pulley includes an endless annular hoop and an element which is a thick plate piece-like block connected in a large number in the thickness direction along the hoop. An endless annular compression type transmission belt, or a tension type transmission belt in which the ends of alternately stacked link plates are connected to each other by connecting pins to form an endless annular link chain. The continuously variable transmission mechanism is a known belt-type continuously variable transmission. In a broad sense, the concept of this belt-type continuously variable transmission includes a chain-type continuously variable transmission.

The gear ratio is "rotational speed of the rotating member on the input side / rotational speed of the rotating member on the output side". For example, the gear ratio of the continuously variable transmission mechanism is "rotational speed of the primary pulley / rotational speed of the secondary pulley". The gear ratio of the vehicle power transmission device is "rotational speed of the input rotating member / rotational speed of the output rotating member". The high side in the gear ratio is the high vehicle speed side on which the gear ratio becomes smaller. The low side in the gear ratio is the low vehicle speed side on which the gear ratio becomes large. For example, the lowest gear ratio is the gear ratio on the lowest vehicle speed side, which is the lowest vehicle speed side, and is the maximum gear ratio at which the gear ratio is the largest value.

Further, the power source is, for example, an engine such as a gasoline engine or a diesel engine that generates power by burning fuel. Further, the vehicle may be provided with an electric motor or the like as the power source in addition to or in place of the engine.

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

FIG. 1 is a diagram for explaining a schematic configuration of a vehicle 10 to which the present invention is applied, and is a diagram for explaining a control function and a main part of a control system for various controls in the vehicle 10. In FIG. 1, the vehicle 10 includes an engine 12 that functions as a power source, a drive wheel 14, and a vehicle power transmission device 16 provided in a power transmission path between the engine 12 and the drive wheel 14. .. Hereinafter, the vehicle power transmission device 16 is referred to as a power transmission device 16.

The power transmission device 16 is connected to a known torque converter 20 as a fluid transmission device connected to the engine 12, an input shaft 22 connected to the torque converter 20, and an input shaft 22 in the case 18 as a non-rotating member. A gear mechanism provided in parallel with the stepless speed change mechanism 24 connected to the input shaft 22 via the stepless speed change mechanism 24, the forward / backward speed change device 26 also connected to the input shaft 22, and the forward / backward speed change device 26. 28, a deceleration consisting of a pair of gears that are provided in a relative non-rotatable manner and mesh with each other on the output shaft 30, the counter shaft 32, the output shaft 30 and the counter shaft 32, which are common output rotating members of the stepless speed change mechanism 24 and the gear mechanism 28. The gear device 34, the gear 36 provided on the counter shaft 32 so as not to rotate relative to each other, the differential gear 38 connected to the gear 36, and the like are provided. Further, the power transmission device 16 includes left and right axles 40 connected to the differential gear 38. The input shaft 22 is an input rotating member to which the power of the engine 12 is transmitted. The output shaft 30 is an output rotating member that outputs the power of the engine 12 to the drive wheels 14. Unless otherwise specified, the above-mentioned power agrees with torque and force.

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 gear 38, the axle 40, and the like. , 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 transmitted to the left and right drive wheels 14 in sequence via the torque converter 20, the continuously variable transmission mechanism 24, the reduction gear device 34, the differential gear 38, the axle 40, and the like. Will be done.

As described above, the power transmission device 16 includes a gear mechanism 28 and a continuously variable transmission mechanism 24 provided in parallel with the power transmission path PT between the engine 12 and the drive wheels 14. Specifically, the power transmission device 16 includes a gear mechanism 28 and a continuously variable transmission mechanism 24 provided in parallel with the power transmission path PT between the input shaft 22 and the output shaft 30. That is, the power transmission device 16 is provided in parallel between the input shaft 22 and the output shaft 30, and is capable of transmitting the power of the engine 12 from the input shaft 22 to the output shaft 30. It has. The plurality of power transmission paths are a first power transmission path PT1 via the gear mechanism 28 and a second power transmission path PT2 via the continuously variable transmission mechanism 24. That is, the power transmission device 16 includes a plurality of power transmission paths 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. The first power transmission path PT1 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 gear mechanism 28. The second power transmission path PT2 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 mechanism 24.

In the power transmission device 16, the power transmission path for transmitting the power of the engine 12 to the drive wheels 14 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. 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 include a first clutch C1, a first brake B1, and a second clutch C2. The first clutch C1 is provided in the first power transmission path PT1 and is an engaging device that selectively connects or disconnects the first power transmission path PT1 and is engaged when moving forward. This is an engaging device that forms the first power transmission path PT1. The first brake B1 is provided in the first power transmission path PT1 and is an engaging device that selectively connects or disconnects the first power transmission path PT1 and is engaged when moving backward. This is an engaging device that forms the first power transmission path PT1. The first power transmission path PT1 is formed by engaging the first clutch C1 or the first brake B1. The second clutch C2 is provided in the second power transmission path PT2, and is an engaging device that selectively connects or disconnects the second power transmission path PT2. 2 An engaging device that forms the power transmission path PT2. The second power transmission path PT2 is formed by engaging the second clutch C2. 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 the respective hydraulic actuators C1a, B1a, and C2a. The first clutch C1 is a first friction engaging device, the second clutch C2 is a second friction engaging device, and the first brake B1 is a third friction engaging device. Each of the first clutch C1 and the first brake B1 is one of the elements constituting the forward / backward switching device 26, as will be described later.

The engine 12 includes an engine control device 42 having various devices necessary for controlling the output of the engine 12, such as an electronic throttle device, a fuel injection device, and an ignition device. The engine 12 is an engine in which the engine control device 42 is controlled by the electronic control device 100, which will be described later, 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 of 12, is controlled.

The torque converter 20 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 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 mechanism 24, generate a belt pinching pressure in the continuously variable transmission mechanism 24, and engage with each of the plurality of engaging devices. The main pressure of the operating hydraulic pressure for switching the operating state such as fitting and releasing is supplied to the hydraulic control circuit 46 provided in the vehicle 10. That is, the oil pump 44 supplies the hydraulic oil adjusted to the original pressure input to the plurality of solenoid valves SL, which will be described later, to the flood control circuit 46.

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, 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 connected to a small diameter gear 48 provided around the input shaft 22 so as to be coaxially 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 has a small diameter gear 48, a gear mechanism counter shaft 50, and a large diameter that is provided around the gear mechanism counter shaft 50 so as to be coaxially non-rotatable with respect to the gear mechanism counter shaft 50 and meshes with the small diameter gear 48. It is equipped with a gear 52. The large-diameter gear 52 has a larger diameter than the small-diameter gear 48. Further, the gear mechanism 28 is coaxial with the idler gear 54 provided around the gear mechanism counter shaft 50 so as to be rotatable relative to the gear mechanism counter shaft 50 and about the output shaft 30 with respect to the output shaft 30. It is provided with an output gear 56 which is provided in the center so as not to rotate relative to the center and meshes with the idler gear 54. The output gear 56 has a larger diameter than the idler gear 54. Therefore, in the gear mechanism 28, one gear stage is formed in the power transmission path PT between the input shaft 22 and the output shaft 30. The gear mechanism 28 is a gear mechanism having a gear stage. The gear mechanism 28 is further provided around the gear mechanism counter shaft 50 between the large-diameter gear 52 and the idler gear 54, and meshes to selectively connect or disconnect the power transmission path between them. The type clutch D1 is provided. The meshing clutch D1 is an engaging device that selectively connects or disconnects the first power transmission path PT1 and forms the first power transmission path PT1 by being engaged. be. The meshing clutch D1 is an engaging device that forms a first power transmission path PT1 by being engaged with the first clutch C1 or the first brake B1, and is included in the plurality of engaging devices. The meshing clutch D1 includes a known synchromesh mechanism S1 as a synchronization mechanism that synchronizes rotation when engaged. The operating state of the meshing clutch D1 is switched by the operation of the hydraulic actuator 57 provided in the power transmission device 16.

The first power transmission path PT1 is formed by engaging both the meshing clutch D1 and the first clutch C1 provided on the input shaft 22 side of the meshing clutch D1. The first power transmission path PT1 is selectively engaged in place of the first clutch C1, and the first brake B1 provided on the input shaft 22 side of the meshing clutch D1 and the meshing clutch D1 are engaged. Is also formed by. The engagement of the first clutch C1 forms a power transmission path for forward movement, while the engagement of the first brake B1 forms a power transmission path for reverse movement. The first power transmission path PT1 formed by the engagement of the first clutch C1 and the meshing clutch D1 is a first power transmission path for forward traveling. The first power transmission path PT1 formed by the engagement of the first brake B1 and the meshing clutch D1 is the first power transmission path for reverse traveling. When the first power transmission path PT1 is formed, the power transmission device 16 is in a power transmission capable state in which the power of the engine 12 can be transmitted from the input shaft 22 to the output shaft 30 via the gear mechanism 28. .. On the other hand, the first power transmission path PT1 is put into a neutral state in which power transmission is impossible when both the first clutch C1 and the first brake B1 are released or when the meshing clutch D1 is released.

FIG. 2 is a diagram for explaining the configuration of the continuously variable transmission mechanism 24. In FIGS. 1 and 2, the continuously variable transmission mechanism 24 has a primary shaft 58 which is provided coaxially with the input shaft 22 and is integrally connected to the input shaft 22, and an effective diameter connected to the primary shaft 58 is variable. The primary pulley 60, 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. The continuously variable transmission mechanism 24 is a known belt-type continuously variable transmission in which power is transmitted via frictional force between the pulleys 60 and 64 and the transmission belt 66, and the power of the engine 12 is driven by the drive wheels 14. Communicate to the side. The frictional force agrees with the pinching pressure, and is also referred to as a belt pinching pressure. The belt pinching pressure is the belt torque capacity Tcvt, which is the torque capacity of the transmission belt 66 in the continuously variable transmission mechanism 24.

The primary pulley 60 includes a fixed sheave 60a connected to the primary shaft 58, a movable sheave 60b provided so as to be non-rotatable relative to the axis of the primary shaft 58 and movable in the axial direction with respect to the fixed sheave 60a. It is provided with a hydraulic actuator 60c that applies 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. That is, the primary thrust Wpri is the thrust of the primary pulley 60 that clamps the transmission belt 66 applied by the hydraulic actuator 60c. The primary pressure Ppri is the hydraulic pressure supplied to the hydraulic actuator 60c by the hydraulic control circuit 46, and is the pulley hydraulic pressure that produces the primary thrust Wpri. Further, the secondary pulley 64 is provided with a fixed sheave 64a connected to the secondary shaft 62 and a movable sheave 64b provided so as to be non-rotatable relative to the fixed sheave 64a around the axis of the secondary shaft 62 and movable in the axial direction. 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. That is, the secondary thrust Wsec is the thrust of the secondary pulley 64 that clamps the transmission belt 66 applied by the hydraulic actuator 64c. The secondary pressure Psec is the hydraulic pressure supplied to the hydraulic actuator 64c by the hydraulic control circuit 46, and is the pulley hydraulic pressure that causes the secondary thrust Wsec.

In the continuously variable transmission mechanism 24, the primary pressure Ppri and the secondary pressure Psec are controlled by the hydraulic control circuit 46 driven by the electronic control device 100 described later, so that the primary thrust Wpri and the secondary thrust Wsec are controlled respectively. NS. As a result, in the continuously variable transmission mechanism 24, the V-groove widths of the pulleys 60 and 64 are changed to change the hook diameter (= effective diameter) of the transmission belt 66, 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 mechanism 24 is set as 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, and the secondary rotation speed Nsec is the rotation speed of the secondary shaft 62.

In the continuously variable transmission mechanism 24, when the primary pressure Ppri is increased, the V-groove width of the primary pulley 60 is narrowed and the gear ratio γcvt is reduced. The reduction of the gear ratio γcvt means that the continuously variable transmission mechanism 24 is upshifted. In the continuously variable transmission mechanism 24, the highest gear ratio γmin is formed where the V-groove width of the primary pulley 60 is minimized. The highest gear ratio γmin is the gear ratio γcvt on the highest vehicle speed side, which is the highest vehicle speed side in the range of the gear ratio γcvt formed by the continuously variable transmission mechanism 24, and the gear ratio γcvt is the smallest value. The minimum gear ratio. On the other hand, in the continuously variable transmission mechanism 24, when the primary pressure Ppri is lowered, the V-groove width of the primary pulley 60 is widened and the gear ratio γcvt is increased. Increasing the gear ratio γcvt means that the continuously variable transmission mechanism 24 is downshifted. In the continuously variable transmission mechanism 24, the lowest gear ratio γmax is formed where the V-groove width of the primary pulley 60 is maximized. The lowest gear ratio γmax is the gear ratio γcvt on the lowest vehicle speed side, which is the lowest vehicle speed side in the range of the gear ratio γcvt formed by the continuously variable transmission mechanism 24, and the gear ratio γcvt is the largest value. Maximum gear ratio. In the continuously variable transmission mechanism 24, the belt slip is prevented by the primary thrust Wpri and the secondary thrust Wsec, and the target gear ratio γcvttgt is realized by the mutual relationship between the primary thrust Wpri and the secondary thrust Wsec. The target shift cannot be achieved with only one thrust. Due to the mutual relationship between the primary pressure Ppri and the secondary pressure Psec, the thrust ratio τ (= Wsec / Wpri), which is the value of the ratio between the primary thrust Wpri and the secondary thrust Wsec, is changed to change the gear ratio of the stepless speed change mechanism 24. γcvt is changed. The thrust ratio τ is a value of the ratio of the secondary thrust Wsec to the primary thrust Wpri. For example, as the thrust ratio τ increases, the gear ratio γcvt increases, that is, the continuously variable transmission mechanism 24 is downshifted.

The output shaft 30 is arranged so as to be rotatable relative to the secondary shaft 62 on the same axis. The second clutch C2 is provided in the power transmission path between the secondary pulley 64 and the output shaft 30. The second power transmission path PT2 is formed by engaging the second clutch C2. In the power transmission device 16, when the second power transmission path PT2 is formed, the power of the engine 12 can be transmitted from the input shaft 22 to the output shaft 30 via the stepless speed change mechanism 24. Will be done. On the other hand, the second power transmission path PT2 is put into the neutral state when the second clutch C2 is released. The gear ratio γcvt of the continuously variable transmission mechanism 24 corresponds to the gear ratio in the second power transmission path PT2.

In the power transmission device 16, the gear ratio EL of the gear mechanism 28, which is the gear ratio γ gear (= input shaft rotation speed Nin / output shaft rotation speed Nout) in the first power transmission path PT1, is the maximum shift in the second power transmission path PT2. The ratio is set to a value larger than the lowest speed change ratio γmax of the stepless speed change mechanism 24. That is, the gear ratio EL is set to a gear ratio on the low side of the lowest gear ratio γmax. The gear ratio EL of the gear mechanism 28 corresponds to the first speed gear ratio γ1 in the power transmission device 16, and the lowest gear ratio γmax of the continuously variable transmission mechanism 24 corresponds to the second speed gear ratio γ2 in the power transmission device 16. Equivalent to. In this way, the second power transmission path PT2 is formed with a gear ratio on the higher side than 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 vehicle 10, it is possible to selectively perform traveling in the gear traveling mode as the first traveling mode and traveling in the belt traveling mode as the second traveling mode. The gear traveling mode is a traveling mode in which traveling can be performed using the first power transmission path PT1, and is a traveling mode in which the first power transmission path PT1 is formed in the power transmission device 16. The belt traveling mode is a traveling mode in which traveling can be performed using the second power transmission path PT2, and is a traveling mode in which the second power transmission path PT2 is formed in the power transmission device 16. In the gear traveling mode, the first clutch C1 and the meshing clutch D1 are engaged and the second clutch C2 and the first brake B1 are released when the forward traveling is possible. In the gear traveling mode, the first brake B1 and the meshing clutch D1 are engaged and the second clutch C2 and the first clutch C1 are released when the reverse traveling is possible. In the belt traveling mode, the second clutch C2 is engaged and the first clutch C1 and the first brake B1 are released. In this belt running mode, forward running is possible.

The gear running mode is selected in a relatively low vehicle speed region, including when the vehicle is stopped. The belt travel mode is selected in a relatively high vehicle speed region including a medium vehicle speed region. The meshing clutch D1 is engaged in the belt travel mode in the medium vehicle speed region of the belt travel mode, while the mesh clutch D1 is released in the belt travel mode in the high vehicle speed region of the belt travel mode. .. The meshing clutch D1 is released in the belt traveling mode in the high vehicle speed region because, for example, the drag of the gear mechanism 28 or the like during traveling in the belt traveling mode is eliminated, and the gear mechanism 28 or the planetary gear device is released at the high vehicle speed. This is to prevent the 26p component, for example, a pinion, from rotating at a high speed.

The vehicle 10 includes an electronic control device 100 as a controller including a control device for the vehicle 10. The electronic control device 100 includes, for example, a so-called microcomputer provided with a CPU, a RAM, a ROM, an input / output interface, and the like, and the CPU follows a program stored in the ROM in advance while using the temporary storage function of the RAM. Various controls of the vehicle 10 are executed by performing signal processing. The electronic control device 100 includes output control of the engine 12, shift control of the continuously variable transmission mechanism 24, belt pinching pressure control, and hydraulic control for switching the operating state of each of the plurality of engaging devices (C1, B1, C2, D1). And so on. 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 rotation speed sensors 70, 72, 74, 76, accelerator operation amount sensor 78, throttle opening sensor 80, shift position sensor 82, oil temperature sensor). Various detection signals (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, driver's acceleration operation) Accelerator operation amount θacc, throttle opening tap, operation position POSsh of shift lever 85 as a shift switching device provided in the vehicle 10, hydraulic oil temperature THoil which is the temperature of hydraulic oil in the hydraulic control circuit 46. Etc.) are supplied respectively. Further, from the electronic control device 100, various command signals (for example, engine control command signal Se for controlling the engine 12) are transmitted to each device (for example, engine control device 42, hydraulic control circuit 46, etc.) provided in the vehicle 10. The hydraulic control command signal Scvt for controlling the speed change of the speed change mechanism 24, the belt pinching pressure, etc., the hydraulic control command signal Scbd for controlling the operating state of each of the plurality of engaging devices, etc.) are output. NS. The input shaft rotation speed Nin (= primary rotation speed Npri) is also the turbine rotation speed, the primary rotation speed Npri is also the rotation speed of the primary pulley 60, and the secondary rotation speed Nsec is the rotation speed of the secondary pulley 64. But also. 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 mechanism 24, based on the primary rotation speed Npri and the secondary rotation speed Nsec.

The operating position POSsh of the shift lever 85 is, for example, a P, R, N, D operating position. The P operation position is a parking operation position for selecting the P position of the power transmission device 16 in which the power transmission device 16 is in the neutral state and the output shaft 30 is mechanically fixed so as not to rotate. The neutral state of the power transmission device 16 is realized, for example, by releasing the first clutch C1, the first brake B1, and the second clutch C2. That is, the neutral state of the power transmission device 16 is a state in which neither the first power transmission path PT1 nor the second power transmission path PT2 is formed. The R operation position is a reverse travel operation position that selects the R position of the power transmission device 16 that enables reverse travel in the gear travel mode. The N operation position is a neutral operation position that selects the N position of the power transmission device 16 in which the power transmission device 16 is in the neutral state. The D operation position is the D of the power transmission device 16 that enables forward travel in the gear travel mode or executes automatic shift control of the continuously variable transmission mechanism 24 in the belt travel mode to enable forward travel. It is a forward running operation position that selects a position.

As shown in FIG. 2, the hydraulic control circuit 46 includes a plurality of solenoid valves SL, a manual valve 86, a primary pressure control valve 88, a secondary pressure control valve 90, a sequence valve 92, a C1 control valve 94, an S1B1 control valve 96, and the like. It has.

The manual valve 86 mechanically switches the oil passage in conjunction with the switching operation of the shift lever 85 by the driver. The manual valve 86 outputs the input modulator pressure PM as the drive pressure PD when the shift lever 85 is in the D operation position, and reverses the input modulator pressure PM when the shift lever 85 is in the R operation position. Output as PR. Further, when the shift lever 85 is in the N operation position or the P operation position, the manual valve 86 shuts off the flood control output and guides the drive pressure PD and the reverse pressure PR to the discharge side. The drive pressure PD is also referred to as D range pressure or forward hydraulic pressure. The reverse pressure PR is also referred to as R range pressure or reverse hydraulic pressure. The modulator pressure PM is a hydraulic pressure adjusted to a constant value by a modulator valve (not shown) with the line pressure PL as the original pressure. The line pressure PL is the oil pressure adjusted by the primary regulator valve (not shown) according to the engine load represented by, for example, the throttle opening tap, etc., using the oil pressure generated by the oil pump 44 as the original pressure.

Each of the plurality of solenoid valves SL outputs the oil pressure adjusted by using the hydraulic oil supplied to the hydraulic control circuit 46 by the oil pump 44 by controlling the current by the electronic control device 100. The plurality of solenoid valves SL are the C1 solenoid valve SL1 as the first solenoid valve, the C2 solenoid valve SL2 as the second solenoid valve, the D1 solenoid valve SLG as the third solenoid valve, and the primary as the fourth solenoid valve. A solenoid valve SLP for use and a secondary solenoid valve SLS as a fifth solenoid valve. The solenoid valve SL1 for C1, the solenoid valve SL2 for C2, and the solenoid valve SLG for D1 are normally closed solenoid valves. The primary solenoid valve SLP and the secondary solenoid valve SLS are normally open solenoid valves. The normally closed solenoid valve is in an off-fail state that does not output the oil pressure when the drive current from the electronic control device 100 is interrupted, for example, while the normally open solenoid valve outputs the maximum oil pressure when the wire is disconnected. It is said to be on-fail.

The solenoid valve SL1 for C1 outputs the SL1 pressure Psl1 which can be the C1 control pressure Pc1 which is the hydraulic pressure supplied to the hydraulic actuator C1a of the first clutch C1 with the drive pressure PD as the original pressure. That is, the solenoid valve SL1 for C1 regulates the C1 control pressure Pc1 which is the first hydraulic pressure for operating the first clutch C1. The solenoid valve SL2 for C2 outputs the SL2 pressure Psl2 which can be the C2 control pressure Pc2, which is the hydraulic pressure supplied to the hydraulic actuator C2a of the second clutch C2, using the drive pressure PD as the original pressure. That is, the solenoid valve SL2 for C2 regulates the C2 control pressure Pc2, which is the second hydraulic pressure for operating the second clutch C2.

The solenoid valve SLG for D1 outputs the SLG pressure Pslg which can be the synchro control pressure Ps1 which is the hydraulic pressure supplied to the hydraulic actuator 57 for switching the operating state of the meshing clutch D1 by using the modulator pressure PM as the original pressure. That is, the solenoid valve SLG for D1 regulates the synchro control pressure Ps1 which is the third hydraulic pressure for operating the meshing clutch D1. The SLG pressure Pslg is B1 control, which is the hydraulic pressure supplied to the hydraulic actuator B1a of the first brake B1 when the shift lever 85 is in the R operation position and the reverse pressure PR is output from the manual valve 86 during reverse travel. The pressure can be Pb1. That is, the solenoid valve SLG for D1 regulates the B1 control pressure Pb1 that operates the first brake B1 during reverse travel.

The solenoid valve SLP for the primary outputs the SLP pressure Pslp for controlling the primary pressure Ppri, which is the hydraulic pressure supplied to the hydraulic actuator 60c of the primary pulley 60, using the modulator pressure PM as the main pressure. That is, the primary solenoid valve SLP regulates the primary pressure Ppri, which is the fourth hydraulic pressure for operating the primary pulley 60. The secondary solenoid valve SLS outputs the SLS pressure Psls for controlling the secondary pressure Psec, which is the hydraulic pressure supplied to the hydraulic actuator 64c of the secondary pulley 64, using the modulator pressure PM as the main pressure. That is, the secondary solenoid valve SLS regulates the secondary pressure Psec, which is the fifth hydraulic pressure for operating the secondary pulley 64.

The primary pressure control valve 88 regulates the primary pressure Ppri by being operated based on the SLP pressure Pslp with the line pressure PL as the original pressure. The secondary pressure control valve 90 regulates the secondary pressure Psec by being operated based on the SLS pressure Psls with the line pressure PL as the original pressure.

The sequence valve 92 has a normal position for forming an oil passage for supplying SL2 pressure Psl2 to the second clutch C2 and a fail position for forming an oil passage for supplying the drive pressure PD to the second clutch C2 based on the SLP pressure Pslp. And, the valve position can be switched alternately. The sequence valve 92 is held in a normal position by a modulator pressure PM or an urging force by a spring (not shown). The sequence valve 92 is switched to the fail position by the action of the SLP pressure Pslp. For example, the sequence valve 92 is switched to the fail position when the SLP pressure Pslp equal to or higher than a predetermined pressure is output when the C2 solenoid valve SL2 is in the off-fail state due to disconnection or the like. At this time, when the shift lever 85 is in the D operation position, the drive pressure PD is forcibly supplied to the second clutch C2, and the second clutch C2 is engaged. The SL2 pressure Psl2 and the drive pressure PD are supplied to the second clutch C2 as the C2 control pressure Pc2 via the sequence valve 92.

The C1 control valve 94 has a normal position as a normal state for forming an oil passage for supplying the SL1 pressure Psl1 to the first clutch C1 based on the SL1 pressure Psl1 and the C2 control pressure Pc2, and an oil for discharging the C1 control pressure Pc1. The valve position is selectively switched to the fail position as a tie-up prevention state forming the road. The C1 control valve 94 is switched to the fail position by applying both the SL1 pressure Psl1 and the C2 control pressure Pc2. The SL1 pressure Psl1 is supplied to the first clutch C1 as the C1 control pressure Pc1 via the C1 control valve 94. The C1 control valve 94 fails to prevent tie-up due to simultaneous engagement of the first clutch C1 and the second clutch C2 by blocking the oil passage that supplies the SL1 pressure Psl1 to the first clutch C1 as the C1 control pressure Pc1. Functions as a safe valve.

The S1B1 control valve 96 forms an oil passage for supplying the SLG pressure Pslg to the hydraulic actuator 57 based on the reverse pressure PR, and forms an oil passage for discharging the B1 control pressure Pb1 and a modulator pressure. The valve position is selectively switched to the R position which forms the oil passage for supplying PM to the hydraulic actuator 57 and the oil passage for supplying the SLG pressure Pslg to the first brake B1. The S1B1 control valve 96 is switched to the R position by applying the reverse pressure PR. The SLG pressure Pslg is supplied to the hydraulic actuator 57 as a synchro control pressure Ps1 via the S1B1 control valve 96 when the shift lever 85 is in a position other than the R operating position. On the other hand, the SLG pressure Pslg is supplied to the first brake B1 as the B1 control pressure Pb1 via the S1B1 control valve 96 when the shift lever 85 is in the R operating position, that is, when traveling in reverse. When the shift lever 85 is in the R operating position, the modulator pressure PM is supplied to the hydraulic actuator 57 as a synchro control pressure Ps1 via the S1B1 control valve 96. The meshing clutch D1 is engaged with the modulator pressure PM by being supplied during reverse travel.

The operating state of the first clutch C1 is switched by changing the torque capacity according to the C1 control pressure Pc1. The operating state of the second clutch C2 is switched by changing the torque capacity according to the C2 control pressure Pc2. The torque capacity of the first clutch C1 is the C1 clutch torque Tcltc1. The torque capacity of the second clutch C2 is the C2 clutch torque Tcltc2. In this way, the hydraulic control circuit 46 supplies the control pressures Pc1 and Pc2 based on the hydraulic control value which is the hydraulic control command signal Scbd output by the electronic control device 100. The oil pressure instruction value corresponding to the C1 control pressure Pc1 is the C1 instruction pressure, and the oil pressure instruction value corresponding to the C2 control pressure Pc2 is the C2 instruction pressure.

The electronic control device 100 includes an engine control means, that is, an engine control unit 102, and a shift control means, that is, a shift control unit 104, in order to realize various controls in the vehicle 10.

The engine control unit 102 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, that is, a predetermined relationship, so that the required driving force Fdem Is calculated. The engine control unit 102 sets a target engine torque Tet from which the required driving force Fdem can be obtained, and outputs an engine control command signal Se that controls the engine 12 so that the target engine torque Tet can be obtained to the engine control device 42. ..

When the operation position POSsh is in the P operation position or the N operation position while the vehicle is stopped, the shift control unit 104 provides a hydraulic control command signal for engaging the meshing clutch D1 in preparation for the transition to the gear traveling mode. The Scbd is output to the flood control circuit 46. When the operation position POSsh is changed from the P operation position or the N operation position to the D operation position while the vehicle is stopped, the shift control unit 104 sends the hydraulic control command signal Scbd that engages the first clutch C1 to the hydraulic control circuit 46. Output. As a result, the traveling mode is shifted to the gear traveling mode that enables forward traveling. When the operation position POSsh is changed from the P operation position or the N operation position to the R operation position while the vehicle is stopped, the shift control unit 104 sends the hydraulic control command signal Scbd that engages the first brake B1 to the hydraulic control circuit 46. Output. As a result, the traveling mode is shifted to the gear traveling mode that enables reverse traveling.

When the operation position POSsh is the D operation position, the shift control unit 104 executes switching control for switching between the gear travel mode and the belt travel mode. Specifically, the shift control unit 104 corresponds to the first speed shift stage corresponding to the gear ratio EL of the gear mechanism 28 in the gear travel mode and the lowest gear ratio γmax of the continuously variable transmission mechanism 24 in the belt travel mode. The vehicle speed V and the accelerator operation amount θacc are applied to the upshift line and the downshift line as the stepped shift map, which has a predetermined relationship and has a predetermined hysteresis for switching to the second gear. By doing so, the necessity of shifting is determined, and the traveling mode is switched based on the determination result.

When the shift control unit 104 determines upshift during traveling in the gear traveling mode and switches to the belt traveling mode, the clutch that releases the first clutch C1 and re-grasps the clutch so as to engage the second clutch C2. The hydraulic control command signal Scbd that performs the two-clutch shift is output to the hydraulic control circuit 46. As a result, the power transmission path PT in the power transmission device 16 is switched from the first power transmission path PT1 to the second power transmission path PT2. As described above, the shift control unit 104 is changed from the gear traveling mode in which the first power transmission path PT1 is formed by the stepped shift control by the release of the first clutch C1 and the engagement of the second clutch C2. 2 The upshift of the power transmission device 16 for switching to the belt traveling mode in which the power transmission path PT2 is formed is executed. In this embodiment, the upshift of the power transmission device 16 that switches from the gear traveling mode to the belt traveling mode is referred to as a stepped upshift.

When the shift control unit 104 determines the downshift during traveling in the belt traveling mode and switches to the gear traveling mode, the clutch that releases the second clutch C2 and re-grasps the clutch so as to engage the first clutch C1. The hydraulic control command signal Scbd that performs the two-clutch shift is output to the hydraulic control circuit 46. As a result, the power transmission path PT in the power transmission device 16 is switched from the second power transmission path PT2 to the first power transmission path PT1. As described above, the shift control unit 104 is changed from the belt traveling mode in which the second power transmission path PT2 is formed by the stepped shift control by the release of the second clutch C2 and the engagement of the first clutch C1. 1 Downshift of the power transmission device 16 for switching to the gear traveling mode in which the power transmission path PT1 is formed is executed. In this embodiment, the downshift of the power transmission device 16 that switches from the belt traveling mode to the gear traveling mode is referred to as a stepped downshift.

In the switching control for switching between the gear traveling mode and the belt traveling mode, the torque is transferred by the clutch-to-clutch shift by passing through the state of the belt traveling mode in the medium vehicle speed region in which the meshing clutch D1 is engaged. Since the first power transmission path PT1 and the second power transmission path PT2 can be switched only by itself, the switching shock is suppressed.

In the belt traveling mode, the shift control unit 104 sets the primary pressure Ppri and the secondary pressure Psec so as to achieve the target shift ratio γcvttgt of the continuously variable transmission mechanism 24 while preventing the belt slip of the continuously variable transmission mechanism 24. The hydraulic control command signal Scvt that controls the above is output to the hydraulic control circuit 46 to execute the shifting of the continuously variable transmission mechanism 24.

Specifically, the shift control unit 104 calculates the target primary rotation speed Nprit by applying the accelerator operation amount θacc and the vehicle speed V to, for example, the CVT shift map, which has a predetermined relationship. The shift control unit 104 calculates the target gear ratio γcvttgt (= Nprit / Nsec) based on the target primary rotation speed Nprit. The shift control unit 104 calculates an estimated value of engine torque Te by applying a throttle opening tap and an engine rotation speed Ne to, for example, an engine torque map, which has a predetermined relationship. The shift control unit 104 calculates the turbine torque Tt based on the estimated value of the engine torque Te and the characteristics of, for example, the torque converter 20 which is a predetermined relationship. The shift control unit 104 uses the turbine torque Tt as the primary input torque Tpri, which is the input torque input to the primary pulley 60. The primary input torque Tpri is the torque on the primary shaft 58. The shift control unit 104 calculates the thrust ratio τ for realizing the target gear ratio γcvttgt by applying the target gear ratio γcvttgt and the torque ratio to the thrust ratio map which is a predetermined relationship. This torque ratio is the ratio (= Tpri / Tprilim) of the calculated primary input torque Tpri to the limit torque Tprilim that can be input to the predetermined primary pulley 60. The shift control unit 104 calculates the target primary thrust Wprit and the target secondary thrust Wsect for achieving this thrust ratio τ. If one thrust is determined, the other thrust is also determined based on the thrust ratio τ for achieving the target gear ratio γcvttgt. The shift control unit 104 converts the target primary thrust Wprit and the target secondary thrust Wsect into the target primary pressure Pprit (= Wprit / pressure receiving area) and the target secondary pressure Psect (= Wsect / pressure receiving area), respectively. The shift control unit 104 outputs a hydraulic control command signal Scvt that controls the primary pressure Ppri and the secondary pressure Psec to the hydraulic control circuit 46 so that the target primary pressure Pprit and the target secondary pressure Psect can be obtained. The hydraulic control circuit 46 operates each solenoid valve according to the hydraulic control command signal Scvt to regulate the primary pressure Ppri and the secondary pressure Psec. In the description of the shift control of the continuously variable transmission mechanism 24 described above, for convenience, the thrust for maintaining the target gear ratio γcvttgt at a constant level has been described. In the shift transition of the continuously variable transmission mechanism 24, the thrust for achieving the target upshift or the target downshift is added to the thrust for maintaining this constant.

In the calculation of the target primary thrust Wprit and the target secondary thrust Wsect, the required thrust, which is the thrust required to prevent the belt slip of the continuously variable transmission mechanism 24 with the minimum necessary thrust, is taken into consideration. This required thrust is the slip limit thrust, which is the thrust immediately before the belt slip of the continuously variable transmission mechanism 24 occurs.

The shift control unit 104 sets the primary limit thrust Wprilim, which is the limit thrust of the primary pulley 60, and the secondary limit thrust Wseclim, which is the limit thrust of the secondary pulley 64. The shift control unit 104 sets the primary limit thrust Wprilim using the following equation (1). The shift control unit 104 sets the secondary limit thrust Wseclim using the following equation (2). In the following equations (1) and (2), "α" is the sheave angle of each of the pulleys 60 and 64, "μ" is the coefficient of friction between the belt element and the sheave, and "Rpri" is the continuously variable transmission mechanism 24. The belt hook diameter on the primary pulley 60 side calculated based on the gear ratio γcvt of the continuously variable transmission mechanism 24, and “Rsec” indicates the belt hook diameter on the secondary pulley 64 side calculated based on the gear ratio γcvt of the continuously variable transmission mechanism 24. (See Fig. 2). Further, "γcvt × Tpri" indicates the torque input to the secondary pulley 64.

Wprilim = (Tpri × cosα) / (2 × μ × Rpri)… (1)
Wseclim = (γcvt × Tpri × cosα) / (2 × μ × Rsec)… (2)

The shift control unit 104 has a secondary shift control thrust Wsecsh (= τ ×), which is the thrust of the secondary pulley 64 required for shift control, based on the primary limit thrust Wprilim and the thrust ratio τ for achieving the target shift ratio γcvttgt. Wprilim) is calculated. The shift control unit 104 sets the larger of the secondary limit thrust Wseclim and the secondary shift control thrust Wsecsh as the target secondary thrust Wsect. The shift control unit 104 calculates the target primary thrust Wprit (= Wsect / τ) based on the target secondary thrust Wsect and the thrust ratio τ for realizing the target gear ratio γcvttgt.

By the way, the performance of the flow balance between the flow rate of the hydraulic oil supplied to the hydraulic control circuit 46 by the oil pump 44 and the flow rate of the hydraulic oil consumed by the hydraulic control circuit 46 is, for example, the engine rotation speed Ne and the hydraulic oil temperature. Limited by THoil. When the engine rotation speed Ne decreases and the flow rate of hydraulic oil supplied from the oil pump 44 decreases, or when the hydraulic oil temperature THoil is high such that the amount of hydraulic oil leaking in the hydraulic control circuit 46 increases. The flow rate of the hydraulic oil supplied to the hydraulic control circuit 46 is relatively small with respect to the flow rate of the hydraulic oil consumed by the hydraulic control circuit 46, and the performance of the flow balance tends to deteriorate. Such a phenomenon is more remarkable as the oil pump 44 is miniaturized in order to improve fuel efficiency.

The consumption of the flow rate of the hydraulic oil in the hydraulic control circuit 46 is, for example, the C1 engagement operation, which is the first engagement operation for switching the first clutch C1 from the released state to the engaged state, and the second clutch C2 from the released state to the engaged state. C2 engagement operation, which is the second engagement operation to switch to, synchro engagement operation, which is the third engagement operation to switch the meshing clutch D1 from the released state to the engaged state, and the first brake B1 from the released state to the engaged state. It is generated when any one of the B1 engagement operation for switching to and the continuously variable transmission operation for shifting the continuously variable transmission mechanism 24, that is, the continuously variable transmission operation for operating the primary pulley 60 and the secondary pulley 64 is executed. Be done. On the other hand, the consumption of the flow rate of the hydraulic oil in the hydraulic control circuit 46 is, for example, during the release transient, the complete engagement, the complete release, or the continuously variable transmission mechanism 24 of the engagement devices (C1, B1, C2, D1). It is not generated when the gear ratio γcvt of is maintained as it is.

When at least two of the operations that generate the flow rate consumption of the hydraulic oil are executed in combination when the performance of the flow balance is deteriorated, the hydraulic control circuit 46 consumes the hydraulic oil. There is a possibility that the flow rate of the hydraulic oil supplied to the hydraulic control circuit 46 is insufficient with respect to the flow rate. In this embodiment, the fact that the flow rate of the hydraulic oil supplied to the hydraulic control circuit 46 is insufficient with respect to the flow rate of the hydraulic oil consumed by the hydraulic control circuit 46 is simply referred to as "the flow rate of the hydraulic oil is insufficient". Sometimes represented. If the flow rate of the hydraulic oil is insufficient, for example, the modulator pressure PM may drop, causing a hardware problem such as belt slippage and disengagement of the meshing clutch D1 in the engaged state.

The following is an example of a phenomenon of concern when two or more operations are performed in combination in a region where the flow rate of hydraulic oil is insufficient. In the examples shown below, a phenomenon is shown in the case where the C1 engagement operation, the C2 engagement operation, or the synchro engagement operation and the continuously variable transmission operation are executed in an overlapping manner.

When the meshing clutch D1 is switched to the engaged state during the speed change of the continuously variable transmission mechanism 24, that is, when the synchro engagement operation and the continuously variable transmission operation overlap, for example, the belt slips due to insufficient belt torque capacity Tcvt. There is a concern that The speed change of the continuously variable transmission mechanism 24 here is, for example, the gear ratio γcvt of the continuously variable transmission mechanism 24 is set to the lowest side when the belt has not returned to the lowest gear ratio γcvt. This is a downshift for returning the belt with a gear ratio of γmax. The synchro engagement operation is, for example, an operation required for traveling in the gear traveling mode, or a pre-operation for preparing for a stepped downshift to switch from the belt traveling mode to the gear traveling mode. During traveling in the gear traveling mode or during stepped downshifting, it is preferable that the gear ratio γcvt of the continuously variable transmission mechanism 24 is the lowest gear ratio γmax. The synchro engagement operation is basically executed by the shift control unit 104 when the shift ratio γcvt of the continuously variable transmission mechanism 24 is the lowest gear ratio γmax. Alternatively, when the gear ratio γcvt of the continuously variable transmission mechanism 24 is not the lowest gear ratio γmax when the synchro engagement operation is executed, the shift control unit 104 executes a downshift for belt return in combination with the synchro engagement operation. NS. The shift control unit 104 sets the target gear ratio γcvttgt during the execution of the synchro engagement operation to the lowest gear ratio γmax.

While the gear running mode is selected, the first clutch C1 is engaged with the shift operation by the driver who switches the shift lever 85 from the N operation position to the D operation position during the speed change of the continuously variable transmission mechanism 24. In the case of switching to, that is, when the continuously variable transmission operation and the C1 engagement operation overlap, there is a concern that a synchronization failure such as a synchronization disconnection due to a shortage of the synchronization control pressure Ps1 may occur. The shift of the continuously variable transmission mechanism 24 here is, for example, a downshift for returning the belt. In this embodiment, the C1 engagement operation accompanying the shift operation by the driver who switches the shift lever 85 to the D operation position is referred to as a C1 garage engagement operation. The C1 garage engagement operation is an operation required for traveling in, for example, a gear traveling mode. During traveling in the gear traveling mode, it is preferable that the gear ratio γcvt of the continuously variable transmission mechanism 24 is the lowest gear ratio γmax. The C1 garage engagement operation is basically executed by the shift control unit 104 when the shift ratio γcvt of the continuously variable transmission mechanism 24 is the lowest gear ratio γmax. Alternatively, when the gear ratio γcvt of the continuously variable transmission mechanism 24 is not the lowest gear ratio γmax when the C1 garage engagement operation is executed, the downshift for belt return is overlapped with the C1 garage engagement operation by the shift control unit 104. Will be executed. The shift control unit 104 sets the target gear ratio γcvttgt during execution of the C1 garage engagement operation to the lowest gear ratio γmax.

While the belt running mode is selected, the second clutch C2 is engaged with the shift operation by the driver who switches the shift lever 85 from the N operation position to the D operation position during the speed change of the continuously variable transmission mechanism 24. When switching to, that is, when the continuously variable transmission operation and the C2 engagement operation overlap, there is a concern that belt slippage may occur due to, for example, insufficient belt torque capacity Tcvt. The shift of the continuously variable transmission mechanism 24 here is, for example, a shift to the target gear ratio γcvttgt calculated using a CVT shift map. If the target gear ratio γcvttgt during execution of the C2 garage engagement operation is set to the lowest gear ratio γmax, the shift of the continuously variable transmission mechanism 24 here is a downshift for belt return. In this embodiment, the C2 engagement operation accompanying the shift operation by the driver who switches the shift lever 85 to the D operation position is referred to as a C2 garage engagement operation. If the gear ratio γcvt of the continuously variable transmission mechanism 24 is not the target gear ratio γcvttgt when the C2 garage engagement operation is executed, the shift control unit 104 executes the shift to the target gear ratio γcvttgt in combination with the C2 garage engagement operation.

In this embodiment, a predetermined operation according to the traveling mode is performed so that the operations in which the hydraulic oil flow rate is consumed in the hydraulic control circuit 46 are executed in the order of priority in the region where the hydraulic oil flow rate is insufficient. The operation priority is set. When the flow rate of the hydraulic oil is insufficient, the shift control unit 104 executes an operation in which the flow rate of the hydraulic oil is consumed based on a predetermined operation priority. As a result, the phenomenon of concern when two or more operations are executed in combination is avoided or suppressed.

The electronic control device 100 stores a predetermined operation priority according to the traveling mode. The operation priority set in the predetermined operation priority will be illustrated below. In the examples shown below, the operation priority in the C1 engagement operation, the C2 engagement operation, or the synchro engagement operation and the continuously variable transmission operation is shown.

In the region where the flow rate of hydraulic oil is insufficient, if the continuously variable transmission operation is repeatedly executed during the C1 engagement operation, the C2 engagement operation, or the synchro engagement operation, the primary input torque Tpri is reduced due to the decrease in the modulator pressure PM. There is a concern that the belt torque capacity Tcvt required may be insufficient and belt slippage may occur. Alternatively, in a region where the flow rate of the hydraulic oil is insufficient, if the continuously variable transmission operation is repeatedly executed during the C1 engagement operation, there is a concern that synchro engagement failure such as synchro disengagement may occur. From the viewpoint of giving priority to power transmission by forming the power transmission path PT, the engagement of the first clutch C1, the engagement of the second clutch C2, or the engagement of the meshing clutch D1 is prioritized over the continuously variable transmission operation. Therefore, the predetermined operation priority is set as an operation priority for executing the C1 engagement operation with priority over the continuously variable transmission operation, and the C2 engagement operation is executed with priority over the continuously variable transmission operation. The operation priority is set, and the operation priority for executing the synchro engagement operation with priority over the continuously variable transmission operation is set.

When the C1 garage engagement operation or the C2 garage engagement operation or the synchro engagement operation and the continuously variable transmission operation are executed in combination, the shift control unit 104 determines that the flow rate of the hydraulic oil is insufficient. Compared to the case where the flow rate is not insufficient, the continuously variable transmission mechanism in the continuously variable transmission operation when the C1 garage engagement operation is being executed, the C2 garage engagement operation is being executed, or the synchro engagement operation is being executed in layers. The change in the gear ratio γcvt of 24 is suppressed.

That is, in the predetermined operation priority, each engagement operation (C1 garage engagement operation, C2 garage engagement operation, synchro engagement operation) is preferentially executed over the continuously variable transmission operation. Since the priority is set, the execution of the continuously variable transmission operation is restricted during the execution of each engagement operation. In particular, the gear ratio γcvt of the continuously variable transmission mechanism 24 in the continuously variable transmission operation when the engagement operation is repeatedly executed during the execution of the engagement operation as compared with the case where the flow rate of the hydraulic oil is insufficient when the flow rate of the hydraulic oil is insufficient. To suppress the change in, for example, the gear ratio γcvt of the continuously variable transmission mechanism 24 is fixed, that is, held at the actual gear ratio γcvt at the start of execution of the engagement operation. That is, when the shift control unit 104 executes the C1 garage engagement operation or the C2 garage engagement operation or the synchro engagement operation in combination with the continuously variable transmission operation and the flow rate of the hydraulic oil is insufficient, the C1 In the continuously variable transmission during the execution of the garage engagement operation, the execution of the C2 garage engagement operation, or the execution of the synchro engagement operation, the actual shift at the start of the execution of the C1 garage engagement operation. The actual gear ratio at the start of execution of the ratio γcvt or C2 garage engagement operation γcvt or the actual gear ratio γcvt at the start of execution of the synchro engagement operation is the fixed gear ratio that holds the gear ratio γcvt of the continuously variable transmission mechanism 24. Take control.

Specifically, the electronic control device 100 realizes a function of avoiding or suppressing a phenomenon of concern when each engagement operation and the continuously variable transmission operation as described above are executed in an overlapping manner. Further, a state determination means, that is, a state determination unit 106 is provided. Below, regarding the function of the state determination unit 106 and the function of the shift control unit 104 based on the determination result by the state determination unit 106, each engagement operation of C1 garage engagement operation, C2 garage engagement operation, and synchro engagement operation An example will be described in which each target gear ratio γcvttgt during execution is set to the lowest gear ratio γmax.

The state determination unit 106 acquires information regarding each of the clutch control state, that is, the control state of the first clutch C1 and the control state of the second clutch C2 as the C1 / C2 control state. That is, the state determination unit 106 acquires information on whether or not the C1 garage engagement operation is being executed. Further, the state determination unit 106 acquires information on whether or not the C2 garage engagement operation is being executed.

The state determination unit 106 acquires information regarding the control state of the meshing clutch D1 as the synchro control state. That is, the state determination unit 106 acquires information on whether or not the synchro engagement operation is being executed.

The state determination unit 106 acquires information regarding the control state of the continuously variable transmission mechanism 24 as the continuously variable transmission control state. That is, whether or not the actual gear ratio γcvt is the lowest gear ratio γmax when the lowest gear ratio γmax is set as the target gear ratio γcvttgt of the continuously variable transmission mechanism 24. Get information about. The information on whether or not the actual gear ratio γcvt is the lowest gear ratio γmax is, for example, information on the ON / OFF state of the γmax determination. This γmax judgment is "ON" when the actual gear ratio γcvt is the lowest gear ratio γmax, while it is "OFF" when the actual gear ratio γcvt is not the lowest gear ratio γmax. It is said that. Further, the state determination unit 106 has an actual gear ratio γcvt at the start of execution of the C1 garage engagement operation or an actual gear ratio γcvt at the start of execution of the C2 garage engagement operation or a synchro engagement operation at the start of execution. Acquires information on the actual gear ratio γcvt.

The state determination unit 106 determines whether or not any of the conditions [1] to [4] of the condition A is satisfied, that is, whether or not the condition A is satisfied. Condition A [1] is a condition that "C1 garage engagement operation is being executed". Condition A [2] is a condition that "engine rotation speed Ne <map1 (argument by hydraulic oil temperature THoil)". map1 is a predetermined map for calculating a predetermined rotation speed A according to the hydraulic oil temperature THoil at the time of executing the C1 garage engagement operation, and is a map of the hydraulic oil consumed at the time of executing the C1 garage engagement operation. The higher the flow rate, the higher the predetermined rotation speed A. The predetermined rotation speed A is a threshold value for determining that the flow rate of the hydraulic oil may be insufficient when, for example, the C1 garage engagement operation and the continuously variable transmission operation are executed in combination, and the operation is performed. The higher the oil temperature THoil, the higher the oil temperature. Determining whether the engine rotation speed Ne is lower than the predetermined rotation speed A determines whether or not the flow rate of hydraulic oil is insufficient when the C1 garage engagement operation and the continuously variable transmission operation are executed in combination. It is the same as judging. Condition A [3] is a condition that "γmax determination = OFF". The fact that the γmax determination is “OFF” means that a downshift of the continuously variable transmission mechanism 24 for returning the belt to set the actual gear ratio γcvt to the lowest gear ratio γmax, which is the target gear ratio γcvttgt, is required. be. On the contrary, if the γmax determination is “ON”, the downshift for returning the belt is not executed. Condition A [4] is a condition that "the actual gear ratio γcvt <predetermined gear ratio A at the start of execution of the C1 garage engagement operation". This predetermined gear ratio A is the actual gear ratio γcvt so that the large flow rate of hydraulic oil consumed in the continuously variable transmission operation is unacceptable when the continuously variable transmission operation is executed in combination with the C1 garage engagement operation, for example. Is a predetermined threshold value for determining that is on the high side with respect to the lowest gear ratio γmax. Even if the γmax judgment is “OFF”, if the actual gear ratio γcvt is close to the lowest gear ratio γmax, the flow rate of hydraulic oil consumed when executing the continuously variable transmission operation is small, so downshift for belt return is performed. From the viewpoint of permitting, this condition A [4] is provided.

The state determination unit 106 determines whether or not any of the conditions [1] to [4] of the condition B is satisfied, that is, whether or not the condition B is satisfied. Condition B [1] is the condition that "C2 garage engagement operation is being executed". Condition B [2] is a condition that "engine rotation speed Ne <map2 (argument by hydraulic oil temperature THoil)". map2 is a predetermined map for calculating a predetermined rotation speed B according to the hydraulic oil temperature THoil at the time of executing the C2 garage engagement operation, and is a map of the hydraulic oil consumed at the time of executing the C2 garage engagement operation. The higher the flow rate, the higher the predetermined rotation speed B. The predetermined rotation speed B is a threshold value for determining that the flow rate of the hydraulic oil may be insufficient when, for example, the C2 garage engagement operation and the continuously variable transmission operation are executed in combination, and the operation is performed. The higher the oil temperature THoil, the higher the oil temperature. Determining whether the engine rotation speed Ne is lower than the predetermined rotation speed B determines whether or not the flow rate of hydraulic oil is insufficient when the C2 garage engagement operation and the continuously variable transmission operation are executed in combination. It is the same as judging. Condition B [3] is a condition that "γmax determination = OFF". Condition B [4] is a condition that "the actual gear ratio γcvt <predetermined gear ratio B at the start of execution of the C2 garage engagement operation". This predetermined gear ratio B is set to the actual gear ratio γcvt so that the large flow rate of hydraulic oil consumed in the continuously variable transmission operation is unacceptable when the continuously variable transmission operation is executed in combination with the C2 garage engagement operation, for example. Is a predetermined threshold value for determining that is on the high side with respect to the lowest gear ratio γmax.

The state determination unit 106 determines whether or not any of the conditions [1] to [4] of the condition C is satisfied, that is, whether or not the condition C is satisfied. Condition C [1] is a condition that "the synchro engagement operation is being executed". Condition C [2] is a condition that "engine rotation speed Ne <map3 (argument by hydraulic oil temperature THoil)". map3 is a predetermined map for calculating a predetermined rotation speed C according to the hydraulic oil temperature THoil at the time of executing the synchro engagement operation, and the flow rate of the hydraulic oil consumed at the time of executing the synchro engagement operation is The larger the number, the higher the predetermined rotation speed C. The predetermined rotation speed C is a threshold value for determining that the flow rate of the hydraulic oil may be insufficient when, for example, the synchro engagement operation and the continuously variable transmission operation are executed in combination, and is a threshold value for the hydraulic oil. The higher the temperature THoil, the higher the temperature. Determining whether the engine rotation speed Ne is lower than the predetermined rotation speed C determines whether or not the flow rate of the hydraulic oil is insufficient when the synchro engagement operation and the continuously variable transmission operation are executed in combination. It's the same as doing. Condition C [3] is a condition that "γmax determination = OFF". Condition C [4] is a condition that "the actual gear ratio γcvt <predetermined gear ratio C at the start of execution of the synchro engagement operation". This predetermined gear ratio C has an actual gear ratio γcvt so that the large flow rate of hydraulic oil consumed in the continuously variable transmission operation is unacceptable when the continuously variable transmission operation is executed in combination with the synchro engagement operation, for example. It is a predetermined threshold value for determining that the gear ratio is on the high side with respect to the gear ratio γmax on the lowest side.

The state determination unit 106 determines whether or not any of the conditions [1] to [3] of the condition D is satisfied during the execution of the gear ratio fixed control by the shift control unit 104, that is, whether the condition D is satisfied. Judge whether or not. Condition D [1] is a condition that "C1 garage engagement operation is not being executed". Condition D [2] is a condition that "C2 garage engagement operation is not being executed". Condition D [3] is a condition that "the synchro engagement operation is not being executed".

When the state determination unit 106 determines that the condition A is satisfied, the condition B is determined, or the condition C is satisfied, the shift control unit 104 of the continuously variable transmission mechanism 24 The gear ratio fixed control for maintaining the gear ratio γcvt is started. If the state determination unit 106 determines that the condition D is satisfied during the execution of the gear ratio fixed control, the shift control unit 104 ends the gear ratio fixed control. In the fixed gear ratio control here, for example, the target gear ratio γcvttgt is replaced with the lowest gear ratio γmax, and the actual gear ratio γcvt at the time when the condition A is satisfied, when the condition B is satisfied, or when the condition C is satisfied by the state determination unit 106. It is a target gear ratio fixed control that holds the gear ratio γcvt of the stepless speed change mechanism 24 at the target gear ratio γcvttgt.

FIG. 3 is a flowchart illustrating a main part of the control operation of the electronic control device 100, that is, a control operation for reducing a defect affecting the running when the flow rate of the hydraulic oil is insufficient, and is executed repeatedly, for example.

In FIG. 3, first, in step S10 corresponding to the function of the state determination unit 106 (hereinafter, step is omitted), whether or not the C1 garage engagement operation is being executed as information regarding the C1 / C2 control state. And information on whether or not the C2 garage engagement operation is being executed is acquired. Next, in S20 corresponding to the function of the state determination unit 106, information as to whether or not the synchro engagement operation is being executed is acquired as information regarding the synchro control state. Next, in S30 corresponding to the function of the state determination unit 106, information on the ON / OFF state of the γmax determination as information on the continuously variable transmission control state, and the actual shift at the start of execution of the C1 garage engagement operation. Information on the actual shift ratio γcvt at the start of execution of the ratio γcvt or C2 garage engagement operation or the actual shift ratio γcvt at the start of execution of the synchro engagement operation is acquired. Next, in S40 corresponding to the function of the state determination unit 106, it is determined whether or not any of the conditions [1]-[4] of the condition A is satisfied. If the determination in S40 is denied, it is determined in S50 corresponding to the function of the state determination unit 106 whether or not any of the conditions [1]-[4] of the condition B is satisfied. If the determination in S50 is denied, it is determined in S60 corresponding to the function of the state determination unit 106 whether or not any of the conditions [1]-[4] of the condition C is satisfied. If the judgment of S60 is denied, this routine is terminated. If the judgment of S40 is affirmed, or if the judgment of S50 is affirmed, or if the judgment of S60 is affirmed, the condition is set in S70 corresponding to the function of the shift control unit 104. The actual gear ratio γcvt at the time when A is satisfied or when condition B is satisfied or when condition C is satisfied is set to the target gear ratio γcvttgt, and the target gear ratio fixed at which the target gear ratio γcvttgt holds the gear ratio γcvt of the stepless transmission mechanism 24. Control is started. Next, in S80 corresponding to the function of the state determination unit 106, it is determined whether or not any of the conditions [1]-[3] of the condition D is satisfied. If the determination of S80 is denied, this S80 is repeatedly executed. If the determination in S80 is affirmed, the target gear ratio fixed control is terminated in S90 corresponding to the function of the shift control unit 104.

As described above, according to the present embodiment, when the C1 garage engagement operation or the C2 garage engagement operation or the synchro engagement operation and the continuously variable transmission operation are executed in combination, the flow rate of the hydraulic oil is insufficient. Compared to the case where the flow rate of the hydraulic oil is not insufficient, continuously variable transmission is performed during the execution of the C1 garage engagement operation, the execution of the C2 garage engagement operation, or the execution of the synchro engagement operation. Since the change in the gear ratio γcvt of the continuously variable transmission mechanism 24 during operation is suppressed, the flow rate of the hydraulic oil consumed by the hydraulic control circuit 46 is reduced, and a problem occurs due to the insufficient flow rate of the hydraulic oil. Can be suppressed. As a result, the power transmission path PT is appropriately formed, and belt slippage is easily prevented. Therefore, when the flow rate of the hydraulic oil is insufficient, it is possible to reduce the trouble affecting the running.

Although the examples of the present invention have been described in detail with reference to the drawings, the present invention also applies to other aspects.

For example, in the above-described embodiment, the continuously variable transmission mechanism in the continuously variable transmission operation when the engagement operation is repeatedly executed during the execution of the engagement operation as compared with the case where the flow rate of the hydraulic oil is insufficient when the flow rate of the hydraulic oil is insufficient. Fixed gear ratio control has been exemplified as a control for suppressing a change in the gear ratio γcvt of 24, but the present invention is not limited to this mode. For example, the control for suppressing the change in the gear ratio γcvt of the continuously variable transmission mechanism 24 is such that the flow rate of the hydraulic oil consumed in the continuously variable transmission operation can be tolerated even if the gear ratio γcvt of the continuously variable transmission mechanism 24 is changed. It may be a continuously variable transmission operation in which the gear ratio γcvt is changed within the range of change of the gear ratio γcvt so as to be reduced to.

Further, in the above-described embodiment, the target gear ratio γcvttgt is set as the continuously variable transmission operation when the C1 garage engagement operation or the C2 garage engagement operation or the synchro engagement operation and the continuously variable transmission operation are executed in combination. An example of a downshift for returning the belt, which is set to the lowest gear ratio γmax, is illustrated, but the present invention is not limited to this mode. For example, the continuously variable transmission operation in this case may be a shift to the target gear ratio γcvttgt calculated using a CVT shift map or the like. The present invention can be applied even in such a continuously variable transmission operation.

Further, in the above-described embodiment, determining whether or not the engine rotation speed Ne is lower than the predetermined rotation speeds A, B, and C according to the hydraulic oil temperature THoil is whether or not the flow rate of the hydraulic oil is insufficient. However, the present invention is not limited to this mode. For example, it may be determined whether or not the flow rate of the hydraulic oil is insufficient based on whether or not the engine rotation speed Ne is equal to or lower than the predetermined rotation speed and the hydraulic oil temperature THoil is equal to or higher than the predetermined oil temperature. Or, whether the flow rate of the hydraulic oil is insufficient based solely on whether the engine rotation speed Ne is equal to or lower than the predetermined rotation speed or simply based on whether the hydraulic oil temperature THoil is equal to or higher than the predetermined oil temperature. You may judge whether or not. The predetermined rotation speed and the predetermined oil temperature are predetermined for determining that the flow rate of the hydraulic oil may be insufficient when, for example, two or more operations are executed in combination. It is a threshold.

Further, in the above-described embodiment, the second clutch C2 is provided in the power transmission path between the secondary pulley 64 and the output shaft 30, but the present invention is not limited to this mode. For example, the secondary shaft 62 may be integrally connected to the output shaft 30, and the primary shaft 58 may be connected to the input shaft 22 via the second clutch C2. That is, the second clutch C2 may be provided in the power transmission path between the primary pulley 60 and the input shaft 22.

Further, in the above-described embodiment, the gear mechanism 28 is a gear mechanism in which one gear stage having a gear ratio on the lower side than the lowest gear ratio γmax of the continuously variable transmission mechanism 24 is formed. It is not limited to the mode. For example, the gear mechanism 28 may be a gear mechanism in which a plurality of gear stages having different gear ratios are formed. That is, the gear mechanism 28 may be a stepped transmission that shifts in two or more gears. Alternatively, the gear mechanism 28 is a gear mechanism that forms a gear ratio on the higher side than the highest gear ratio γmin of the continuously variable transmission mechanism 24 and / or a gear ratio on the lower side than the lowest gear ratio γmax. There may be.

Further, in the above-described embodiment, the traveling mode of the power transmission device 16 is switched by using a predetermined upshift line and downshift line, but the present invention is not limited to this mode. For example, the traveling mode of the power transmission device 16 may be switched by calculating the required driving force Fdem based on the vehicle speed V and the accelerator operating amount θacc and setting a gear ratio capable of satisfying the required driving force Fdem. ..

Further, in the above-described embodiment, the torque converter 20 is used as the fluid transmission device, but the present invention is not limited to this mode. For example, instead of the torque converter 20, another fluid type transmission device such as a fluid coupling having no torque amplification action may be used. Alternatively, this fluid transmission device does not necessarily have to be provided.

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

10: Vehicle 12: Engine (power source)
14: Drive wheel 16: Vehicle power transmission device 22: Input shaft (input rotating member)
24: Continuously variable transmission mechanism 28: Gear mechanism 30: Output shaft (output rotating member)
44: Oil pump 46: Hydraulic control circuit 60: Primary pulley 64: Secondary pulley 66: Transmission belt (transmission element)
85: Shift lever (shift switching device)
100: Electronic control device (control device)
104: Shift control unit C1: 1st clutch (1st friction engaging device)
C2: 2nd clutch (2nd friction engaging device)
D1: Meshing clutch PT1: 1st power transmission path PT2: 2nd power transmission path SL1: Solenoid valve for C1 (1st solenoid valve)
SL2: Solenoid valve for C2 (second solenoid valve)
SLG: Solenoid valve for D1 (3rd solenoid valve)
SLP: Primary solenoid valve (4th solenoid valve)
SLS: Secondary solenoid valve (fifth solenoid valve)

Claims (1)

To transmit the power from the input rotating member to the output rotating member, which is provided in parallel between the input rotating member to which the power of the power source is transmitted and the output rotating member that outputs the power to the drive wheels. The plurality of power transmission paths are capable of having a first power transmission path via a gear mechanism having a gear stage, which is formed by engaging the first friction engagement device and the meshing clutch. For vehicles, which is a second power transmission path via a stepless speed change mechanism in which a transmission element is wound between a primary pulley and a secondary pulley, which is formed by engaging a transmission path and a second friction engaging device. Power transmission device and
Each has a plurality of solenoid valves that output hydraulic pressure using hydraulic oil, and the plurality of solenoid valves are a first solenoid valve that regulates the first hydraulic pressure that operates the first friction engaging device, and the second friction. A second solenoid valve that regulates the second oil pressure that operates the engaging device, a third solenoid valve that regulates the third hydraulic pressure that operates the meshing clutch, and a fourth solenoid that regulates the fourth hydraulic pressure that operates the primary pulley. A valve, a hydraulic control circuit that is a fifth solenoid valve that regulates the fifth hydraulic pressure that operates the secondary pulley, and
A control device for a vehicle including an oil pump for supplying the hydraulic oil to the hydraulic control circuit.
First engagement operation for switching the first frictional engagement device in accordance with the shift operation by the driver to switch the shift switching device to forward travel operating position from the released state to the engaged state, the second with the prior SL shift operation frictional second engagement operation for switching the coupling device from the released state to the engaged state, and the one of the engagement operation of the third engagement operation for switching to the engaged state from the released state to the engaged clutch, the When the primary pulley and the continuously variable transmission for operating the secondary pulley are executed in combination, the hydraulic oil supplied to the hydraulic control circuit with respect to the flow rate of the hydraulic oil consumed in the hydraulic control circuit. If the flow rate is insufficient, the gear ratio of the flow rate of the hydraulic oil in comparison with the case of not missing, the continuously variable transmission mechanism in the continuously variable transmission operation when running on top during the previous SL engagement actuation look including to suppress transmission control unit a change of,
When the flow rate of the hydraulic oil is insufficient, the shift control unit executes the engagement operation based on a predetermined priority of executing the engagement operation with priority over the continuously variable transmission operation. Then, during the execution of the engagement operation, the continuously variable transmission operation is executed so as to maintain the gear ratio of the continuously variable transmission mechanism at the actual gear ratio at the start of execution of the engagement operation. A vehicle control device characterized by suppressing a change in the gear ratio of the continuously variable transmission mechanism in the continuously variable transmission operation.

Images