Control device of vehicle power transmission device

This application claims priority from Japanese Patent Application No. 2017-093417 filed on May 9, 2017, the disclosure of which is herein incorporated by reference in its entirety.

The present invention relates to a control device of a vehicle power transmission device including two power transmission paths disposed parallel to each other.

There is known a vehicle power transmission device that includes a first power transmission path transmitting power by engaging a first clutch and a dog clutch, and a second power transmission path transmitting power by engaging a second clutch each disposed between an engine and drive wheels in parallel. This corresponds to a power transmission device described in Patent Document 1. In Patent Document 1, it is described that the power transmission device having the configuration described above includes a fail-safe valve for preventing simultaneous engagement of the first clutch and the second clutch. When a total hydraulic pressure, which is sum of an output pressure from a C 1 pressure electromagnetic valve controlling the hydraulic pressure of the first clutch and an output pressure from a C 2 pressure electromagnetic valve controlling the hydraulic pressure of the second clutch, reaches a predetermined value or more the fail-safe valve is switched to a fail-safe spool position (state) to interrupt communication between an oil chamber of the first clutch and the C 1 pressure electromagnetic valve.

Patent Document

Patent Document 1: Japanese Laid-Open Patent Publication No. 2017-2987

Technical Problem

In Patent Document 1, since the fail-safe valve must promptly be switched to the fail-safe spool position if simultaneous engagement of the first clutch and the second clutch occurs, the output pressure of the C 2 pressure electromagnetic valve is controlled to always be a predetermined hydraulic pressure or more during running of a vehicle using the second power transmission path, which is associated with an increase in electric power consumption of the C 2 pressure electromagnetic valve, leaving room for improvement in terms of fuel consumption.

The present invention was conceived in view of the situations and it is therefore an object of the present invention to provide a control device capable of reducing an electric power consumption of an electromagnetic valve in a vehicle power transmission device including a first power transmission path and a second power transmission path disposed parallel to each other and including a fail-safe valve preventing simultaneous engagement of a first clutch and a second clutch.

Solution to Problem

A first aspect of the present invention provides a control device of a vehicle power transmission device including a first power transmission path transmitting power by engaging a first clutch and a sub-clutch and a second power transmission path transmitting power by engaging a second clutch each disposed between an engine and drive wheels and parallel to each other, the vehicle power transmission device including a fail-safe valve for preventing simultaneous engagement of the first clutch and the second clutch, the fail-safe valve configured to be switched to a fail-safe spool position preventing simultaneous engagement of the first clutch and the second clutch by a hydraulic pressure of a hydraulic fluid supplied to the first clutch or an output pressure of a first electromagnetic valve controlling the hydraulic pressure and a hydraulic pressure of a hydraulic fluid supplied to the second clutch or an output pressure of a second electromagnetic valve controlling the hydraulic pressure, the second electromagnetic valve configured to increase the output pressure in accordance with an increase in an instruction current, the control device comprising: an instruction pressure setting portion lowering an instruction pressure of the second electromagnetic valve during release of the sub-clutch as compared to when the sub-clutch is engaged.

A second aspect of the present invention provides the control device of a vehicle power transmission device recited in the first aspect of the invention, wherein the instruction pressure setting portion sets the instruction pressure of the second electromagnetic valve during release of the sub-clutch to a value at which an input torque input to the second clutch is transmittable and that is lower than the instruction pressure set when the sub-clutch is engaged.

A third aspect of the present invention provides the control device of a vehicle power transmission device recited in the second aspect of the invention, wherein the instruction pressure setting portion does not change the instruction pressure of the second clutch to a reduced pressure side during release of the sub-clutch.

A fourth aspect of the present invention provides the control device of a vehicle power transmission device recited in the third aspect of the invention, wherein the instruction pressure setting portion stores at least two prescribed values as the instruction pressure of the second clutch and sets the prescribed value as the instruction pressure of the second clutch, and wherein the instruction pressure setting portion maintains one of the prescribed values as the instruction pressure while a torque capacity of the second clutch based on the prescribed value set as the instruction pressure is larger than the input torque input to the second clutch, and sets the instruction pressure to another one of the prescribed values at which the input torque is transmittable, when the input torque of the second clutch becomes larger than the torque capacity based on the prescribed value.

A fifth aspect of the present invention provides the control device of a vehicle power transmission device recited in any one of the first to fourth aspects of the invention, wherein the indication pressure setting portion sets the instruction pressure of the second clutch to a preset maximum pressure when an engagement command of the sub-clutch is output.

A sixth aspect of the present invention provides the control device of a vehicle power transmission device recited in any one of the first to fifth aspects of the invention, wherein the fail-safe valve includes a spool valve piece switching a communication state of an oil passage, and wherein in the fail-safe valve, when a predetermined value is exceeded by a sum of an urging force of the spool valve piece based on the hydraulic pressure of the hydraulic fluid supplied to the first clutch or the output pressure of the first electromagnetic valve controlling the hydraulic pressure and the urging force of the spool valve piece based on the hydraulic pressure of the hydraulic fluid supplied to the second clutch or the output pressure of the second electromagnetic valve controlling the hydraulic pressure, the spool valve piece is moved to the fail-safe spool position to interrupt communication between one oil passage that is either an oil passage connected to the first clutch or an oil passage connected to the second clutch and an oil passage supplied with the hydraulic fluid.

A seventh aspect of the present invention provides the control device of a vehicle power transmission device recited in any one of the first to sixth aspects of the invention, wherein the first power transmission path is configured to include a gear mechanism having a predetermined gear ratio, and wherein the second power transmission path is configured to include a belt-type continuously variable transmission.

Advantageous Effects of Invention

According to the control device of the vehicle power transmission device recited in the first aspect of the invention, during release of the sub-clutch, the first power transmission path is interrupted so that the first power transmission path and the second power transmission path are not simultaneously switched to the power transmitting state. Therefore, it is not necessary to retain the hydraulic pressure of the hydraulic fluid supplied to the second clutch at a high pressure during release of the sub-clutch, and thus, by making the instruction pressure of the second electromagnetic valve lower as compared to when the sub-clutch is engaged, the instruction current of the second electromagnetic valve can be lowered to reduce the electric power consumption.

According to the control device of the vehicle power transmission device recited in the second aspect of the invention, the instruction pressure of the second electromagnetic valve during the release of the sub-clutch is set to a value at which the input torque input to the second clutch is transmittable and that is lower than the instruction pressure set when the sub-clutch is engaged, and therefore, the instruction pressure of the second electromagnetic valve becomes lowers within a range in which running is not affected, so that the instruction current of the second electromagnetic valve can be lowered.

According to the control device of the vehicle power transmission device recited in the third aspect of the invention, during release of the sub-clutch, the instruction pressure of the second clutch is not changed to the reduced pressure side, and therefore, the instruction pressure of the second clutch is restrained from fluctuating up and down due to fluctuation of the input torque of the second clutch. Thus, the second clutch can be restrained from deteriorating in durability due to the fluctuation of the instruction pressure of the second clutch.

According to the control device of the vehicle power transmission device recited in the fourth aspect of the invention, while the input torque of the second clutch is smaller than the torque capacity based on the prescribed value set as the instruction pressure, the instruction pressure of the second clutch is maintained at the prescribed value, the instruction pressure of the second clutch is restrained from frequently fluctuating. Therefore, the second clutch can be restrained from deteriorating in durability due to the fluctuation of the instruction pressure of the second clutch.

According to the control device of the vehicle power transmission device of the fifth aspect of the invention, since the first power transmission path and the second power transmission path may simultaneously be switched to the power transmitting state while the sub-clutch is engaged, if the first clutch and the second clutch are supplied with a hydraulic pressure at which engagement or slip engagement is possible, it is desirable to promptly operate the fail-safe valve. Therefore, when the engagement command of the sub-clutch is output, the instruction pressure of the second clutch is set to the maximum value, so that the fail-safe valve can promptly be operated even if the hydraulic pressure of the hydraulic fluid supplied to the first clutch is low.

According to the control device of the vehicle power transmission device of the sixth aspect of the invention, when the predetermined value is exceeded by the sum of the urging force of the spool valve piece based on the hydraulic pressure of the hydraulic fluid supplied to the first clutch or the output pressure of the first electromagnetic valve controlling the hydraulic pressure, and the urging force of the spool valve piece based on the hydraulic pressure of the hydraulic fluid supplied to the second clutch or the output pressure of the second electromagnetic valve controlling the hydraulic pressure, the fail-safe valve moves to the fail-safe spool position, and therefore, by retaining the hydraulic pressure of the hydraulic fluid supplied to the second clutch or the output pressure of the second electromagnetic valve at a high value, the fail-safe valve is promptly operated even if the hydraulic pressure of the hydraulic fluid supplied to the first clutch or the output pressure of the first electromagnetic valve is low. Therefore, it is desirable to retain the instruction pressure of the second clutch or the output pressure of the second electromagnetic valve at a high pressure; however, the first power transmission path and the second power transmission path are not simultaneously switched to the power transmitting state during release of the sub-clutch, so that the instruction pressure of the second clutch or the output pressure of the second electromagnetic valve can be lowered.

According to the control device of the vehicle power transmission device of the seventh aspect of the invention, during running of a vehicle using the second power transmission path, a transmission ratio of the continuously variable transmission is continuously varied, and the input torque input to the second clutch changes at any time according to this transmission ratio. Therefore, the input torque of the second clutch can accurately be calculated based on this transmission ratio.

FIG. 1 is a diagram for explaining a schematic configuration of a vehicle to which the present invention is applied.

FIG. 2 is a diagram for explaining switching of running patterns of a power transmission device of FIG. 1 by using an engagement table of engagement elements for each of the running patterns.

FIG. 3 is a diagram for explaining main portions of a control function and a control system for various controls in the vehicle of FIG. 1 .

FIG. 4 is a diagram for generally explaining portions controlling a hydraulic pressure related to a continuously variable transmission, a forward clutch, a CVT running clutch, and a dog clutch, in a hydraulic control circuit included in the power transmission device of FIG. 1 .

FIG. 5 is a diagram for explaining a configuration of the fail-safe valve shown in FIG. 4 .

FIG. 6 is a time chart of a relationship between an instruction pressure of an SL 2 pressure that is an output pressure of a C 2 electromagnetic valve and an instruction current of a synchro electromagnetic valve.

FIG. 7 is a flowchart for explaining a main portion of the control operation of an electronic control device shown in FIG. 3 , i.e., a control operation capable of reducing an electric load by lowering the instruction current of the C 2 electromagnetic valve during a CVT running mode.

FIG. 8 is a time chart of an operation state based on the control operation of the flowchart of FIG. 7 .

FIG. 9 is another example of the time chart of the operation state based on the control operation of the flowchart of FIG. 7 .

FIG. 10 is a diagram of another form of the fail-safe valve included in the hydraulic control circuit.

FIG. 11 is a diagram of still another form of the fail-safe valve included in the hydraulic control circuit.

An example of the present invention will now be described in detail with reference to the drawings. In the following example, the figures are simplified or deformed as needed and portions are not necessarily precisely drawn in terms of dimension ratio, shape, etc.

FIG. 1 is a diagram for explaining a schematic configuration of a vehicle 10 to which the present invention is applied. In FIG. 1 , the vehicle 10 includes an engine 12 functioning as a drive power source for running, drive wheels 14 , and a vehicle power transmission device 16 (hereinafter referred to as a power transmission device 16 ) disposed between the engine 12 and the drive wheels 14 . The power transmission device 16 includes, in a housing 18 serving as a non-rotating member, a torque converter 20 with a known lockup clutch 19 as a hydraulic transmission device coupled to the engine 12 ; an input shaft 22 disposed integrally with a turbine shaft that is an output rotating member of the torque converter 20 , a known belt-type continuously variable transmission 24 (hereinafter referred to as a continuously variable transmission 24 ) as a continuously variable transmission mechanism coupled to the input shaft 22 , a forward/reverse switching device 26 also coupled to the input shaft 22 , a gear mechanism 28 as a transmission mechanism coupled through the forward/reverse switching device 26 to the input shaft 22 and disposed parallel to the continuously variable transmission 24 , an output shaft 30 that is an output rotating member common to the continuously variable transmission 24 and the gear mechanism 28 , a counter shaft 32 , a reduction gear device 34 composed of a pair of gears meshing each other and, disposed on and non-rotatably relative to the output shaft 30 and the counter shaft 32 , respectively, a differential gear 38 coupled to a gear 36 disposed relatively non-rotatably on the counter shaft 32 , a pair of axles 40 coupled to the differential gear 38 , etc. In the power transmission device 16 configured as described above, power of the engine 12 (synonymous with torque and force if not particularly distinguished) is transmitted sequentially through the torque converter 20 , the continuously variable transmission 24 (or the forward/reverse switching device 26 and the gear mechanism 28 ), the reduction gear device 34 , the differential gear 38 , the axles 40 , etc. to a pair of the drive wheels 14 .

As described above, the power transmission device 16 includes the continuously variable transmission 24 and the gear mechanism 28 disposed parallel to each other in a power transmission path between the engine 12 (having the same meaning in this case as the input shaft 22 that is an input rotating member to which the power of the engine 12 is transmitted) and the drive wheels 14 (having the same meaning in this case as the output shaft 30 that is the output rotating member outputting the power of the engine 12 to the drive wheels 14 ). Therefore, the power transmission device 16 includes a first power transmission path PT 1 transmitting the power of the engine 12 from the input shaft 22 through the gear mechanism 28 toward the drive wheels 14 (i.e., to the output shaft 30 ) (i.e., the first power transmission path PT 1 configured to include the gear mechanism 28 ) and a second power transmission path PT 2 transmitting the power of the engine 12 from the input shaft 22 through the continuously variable transmission 24 toward the drive wheels 14 (i.e., to the output shaft 30 ) (i.e., the second power transmission path PT 2 configured to include the continuously variable transmission 24 ) parallel to each other, and is configured such that the first power transmission path PT 1 and the second power transmission path PT 2 are switched depending on a running state of the vehicle 10 . Therefore, for a clutch mechanism selectively switching the first power transmission path PT 1 and the second power transmission path PT 2 , the power transmission device 16 includes a forward clutch C 1 and a reverse brake B 1 as a clutch mechanism enabling/disenabling the power transmission through the first power transmission path PT 1 , that is, connecting/disconnecting the first power transmission path PT 1 , and a CVT running clutch C 2 as a clutch mechanism enabling/disenabling the power transmission through the second power transmission path PT 2 , that is, connecting/disconnecting the second power transmission path PT 2 . The forward clutch C 1 , the CVT running clutch C 2 , and the reverse brake B 1 correspond to a connecting/disconnecting device and are ail known hydraulic friction engagement devices (friction clutches) frictionally engaged by hydraulic actuators. The forward clutch C 1 and the reverse brake B 1 are each one of elements constituting the forward/reverse switching device 26 as described later. The forward clutch C 1 corresponds to a first clutch of the present invention and the CVT running clinch C 2 corresponds to a second clutch of the present invention.

The forward/reverse switching device 26 is disposed around the input shaft 22 coaxially with the input shaft 22 and is mainly made up of a double pinion type planetary gear device 26 p , the forward clutch C 1 , and the reverse brake B 1 . A carrier 26 c of the planetary gear device 26 p is integrally coupled to the input shaft 22 ; a ring gear 26 r of the planetary gear device 26 p is selectively coupled through the reverse brake B 1 to the housing 18 ; and a sun gear 26 s of the planetary gear device 26 p is coupled to a small-diameter gear 42 disposed relatively rotatably around the input shaft 22 and coaxially with the input shaft 22 . The carrier 26 c and the sun gear 26 s are selectively coupled through the forward clutch C 1 . In the forward/reverse switching device 26 configured as described above, when the forward clutch C 1 is engaged and the reverse brake B 1 is released, the input shaft 22 is directly coupled to the small-diameter gear 42 , and a forward power transmission path is established in the first power transmission path PT 1 . When the reverse brake B 1 is engaged and the forward clutch C 1 is released, the small-diameter gear 42 is rotated with respect to the input shaft 22 in the opposite direction relative to when the forward clutch C 1 is engaged, and a reverse power transmission path is established in the first power transmission path PT 1 . When both the forward clutch C 1 and the reverse brake B 1 are released, the first power transmission path PT 1 is put into a neutral state (power transmission interrupted state) in which the power transmission is interrupted.

The gear mechanism 28 is configured to include the small-diameter gear 42 and a large-diameter gear 46 disposed relatively non-rotatably on a gear mechanism counter shaft 44 and meshed with the small-diameter gear 42 . Therefore, the gear mechanism 28 is a transmission mechanism in which one gear position (gear ratio) is formed. Around the gear mechanism counter shaft 44 , an idler gear 48 is disposed coaxially and relatively rotatably with respect to the gear mechanism counter shaft 44 . Around the gear mechanism counter shaft 44 , a dog clutch D 1 selectively connecting/disconnecting the gear mechanism counter shaft 44 to/from the idler gear 48 is disposed therebetween. Therefore, the dog clutch D 1 functions as a clutch mechanism included in the power transmission device 16 and enabling/disenabling the power transmission through the first power transmission path PT 1 , that is, connecting/disconnecting the first power transmission path PT 1 . The dog clutch D 1 corresponds to a sub-clutch of the present invention.

Specifically, the dog clutch D 1 includes a first gear 50 formed on the gear mechanism counter shaft 44 , a second gear 52 formed on the idler gear 48 , and a hub sleeve 54 provided with inner circumferential teeth that can be fitted (engaged, meshed) to the first gear 50 and the second gear 52 . In the dog clutch D 1 configured as described above, the hub sleeve 54 is fitted to the first gear 50 and the second gear 52 to connect the gear mechanism counter shaft 44 and the idler gear 48 . The dog clutch D 1 further includes a known synchromesh mechanism S 1 as a synchronizing mechanism synchronizing rotation speeds when the first gear 50 and the second gear 52 are fitted. The idler gear 48 is meshed with an output gear 56 having a diameter larger than the idler gear 48 . The output gear 56 is disposed around the same rotation axis as the output shaft 30 and relatively non-rotatably with respect to the output shaft 30 . When one of the forward clutch C 1 and the reverse brake B 1 is engaged and the dog clutch D 1 is engaged, the first power transmission path PT 1 is established such that the power of the engine 12 is transmitted from the input shaft 22 sequentially through the forward/reverse switching device 26 , the gear mechanism 28 , the idler gear 48 , and the output gear 56 to the output shaft 30 . Therefore, when one of the forward clutch C 1 and the reverse brake B 1 as well as the dog clutch D 1 are engaged, the first power transmission path PT 1 is in a power transmittable state.

The continuously variable transmission 24 is disposed on a power transmission path between the input shaft 22 and the output shaft 30 . The continuously variable transmission 24 includes a primary pulley 58 disposed on the input shaft 22 and having a variable effective diameter, a secondary pulley 62 disposed on a rotating shaft 60 coaxial with the output shaft 30 and having a variable effective diameter, and a transmission belt 64 wound between the paired variable pulleys 58 , 62 and is a well-known push-type continuously variable transmission transmitting power through a frictional force between the pair of the variable pulleys 58 , 62 and the transmission belt 64 .

The primary pulley 58 includes a fixed sheave 58 a as an input-side fixed rotating body coaxially attached to the input shaft 22 , a movable sheave 58 b as an input-side movable rotating body disposed relatively non-rotatably with respect to the input shaft 22 and movably in the axial direction, and a primary-side hydraulic actuator 58 e (hereinafter referred to as a hydraulic actuator 58 c ) generating a thrust force for moving the movable sheave 58 b to change a V groove width between the fixed sheave 58 a and the movable sheave 58 b.

The secondary pulley 62 is configured to include a fixed sheave 62 a as an output-side fixed rotating body, a movable sheave 62 b as an output-side movable rotating body disposed relatively non-rotatably around the axis with respect to the fixed sheave 62 a and movably in the axial direction, and a secondary-side hydraulic actuator 62 c (hereinafter referred to as a hydraulic actuator 62 c ) generating a thrust force for moving the movable sheave 62 b to change a V groove width therebetween.

The continuously variable transmission 24 has a transmission ratio (gear ratio) γ (=input shaft rotation speed Nin/output shaft rotation speed Nout) continuously changed by changing the V groove width of the pair of the variable pulleys 58 , 62 to vary a winding diameter (effective diameter) of the transmission belt 64 . For example, when the V groove width of the primary pulley 58 is narrowed, the gear ratio γ is reduced (i.e., the continuously variable transmission 24 is upshifted). When the V groove width of the primary pulley 58 is widened, the gear ratio γ is increased (i.e., the continuously variable transmission 24 is downshifted). The output shaft 30 is disposed around the rotating shaft 60 coaxially and relatively non-rotatably with respect to the rotating shaft 60 . The CVT running clutch C 2 is disposed closer than the continuously variable transmission 24 to the drive wheels 14 (i.e., disposed between the secondary pulley 62 and the drive wheels 14 (the output shaft 30 )) to selectively connect/disconnect the secondary pulley 62 to/from the output shaft 30 (the drive wheels 14 ). When this CVT running clutch C 2 is engaged, the second power transmission path PT 2 is established such that the power of the engine 12 is transmitted from the input shaft 22 through the continuously variable transmission 24 to the output shaft 30 . Therefore, when the CVT running clutch C 2 is engaged, the second power transmission path PT 2 is in a power transmittable state.

The operation of the power transmission device 16 will hereinafter be described. FIG. 2 is a diagram for explaining switching of running patterns (modes) by using an engagement table of engagement elements of the power transmission device 16 for each of the running patterns. Each column C 1 in FIG. 2 denotes the operation state of the forward clutch C 1 , each column C 2 in FIG. 2 denotes the operation state of the CVT running clutch C 2 , each column. B 1 in FIG. 2 denotes the operation state of the reverse brake B 1 , each column D 1 in FIG. 2 denotes the operation state of the dog clutch D 1 , “o” indicative of engagement (connection), and “x” indicative of release (interruption).

First, description will be made of a gear running mode that is a running pattern in which the power of the engine 12 is transmitted through the gear mechanism 28 to the output shaft 30 (i.e., a running pattern in which power is transmitted through the first power transmission path PT 1 ). In this gear running mode, as shown in FIG. 2 , for example, the forward clutch C 1 and the dog clutch D 1 are engaged, while the CVT running clutch C 2 and the reverse brake B 1 are released.

Specifically, when the forward clutch C 1 is engaged, the planetary gear device 26 p constituting the forward/reverse switching device 26 is integrally rotated, so that the small-diameter gear 42 is rotated at the same rotation speed as the input shaft 22 . Additionally, since the small-diameter gear 42 is meshed with the large-diameter gear 46 disposed on the gear mechanism counter shaft 44 , the gear mechanism counter shaft 44 is also rotated together with the large-diameter gear 46 . Furthermore, since the dog clutch D 1 is engaged, the gear mechanism counter shaft 44 and the idler gear 48 are connected. Since the idler gear 48 is meshed with the output gear 56 , the output shaft 30 disposed integrally with the output gear 56 is rotated. In this way, when the forward clutch C 1 and the dog clutch D 1 are engaged, the power of the engine 12 is transmitted sequentially through the torque converter 20 , the forward/reverse switching device 26 , the gear mechanism 28 , the idler gear 48 , etc. to the output shaft 30 . In this gear running mode, for example, when the reverse brake B 1 and the dog clutch D 1 are engaged while the CVT running clutch C 2 and the forward clutch C 1 are released, reverse running of the vehicle 10 is performed.

Description will be made of a CVT running mode that is a running pattern in which the power of the engine 12 is transmitted through the continuously variable transmission 24 to the output shaft 30 (i.e., a running pattern in which power is transmitted through the second power transmission path PT 2 ). In this CVT running mode, as shown in a CVT running (high vehicle speed) mode of FIG. 2 , for example, the CVT running clutch C 2 is engaged, while the forward clutch C 1 , the reverse brake B 1 , and the dog clutch D 1 are released.

Specifically, when the CVT running clutch C 2 is engaged, the secondary pulley 62 and the output shaft 30 are connected, so that the secondary pulley 62 and the output shaft 30 are integrally rotated. In this way, when the CVT running clutch C 2 is engaged, the power of the engine 12 is transmitted sequentially through the torque converter 20 , the continuously variable transmission 24 , etc. to the output shaft 30 . The dog clutch D 1 is released during this CVT running (high vehicle speed) mode so as to eliminate dragging of the gear mechanism 28 etc. during the CVT running mode and prevent high rotation of the gear mechanism 28 etc. at high vehicle speed, for example.

The gear running mode is selected in a low vehicle speed region including during stop of the vehicle, for example. A gear ratio γ 1 in the first power transmission path PT 1 (i.e., a gear ratio EL established by the gear mechanism 28 ) is set to a larger value (i.e., a gear ratio on the lower side) than the maximum gear ratio established by the continuously variable transmission 24 (i.e., the lowest gear ratio that is the gear ratio on the lowest vehicle speed side) γmax. For example, the gear ratio γ 1 corresponds to a first-speed gear ratio γ 1 that is a gear ratio of a first-speed gear position in the power transmission device 16 , and the lowest gear ratio γmax of the continuously variable transmission 24 corresponds to a second-speed gear ratio γ 2 that is a gear ratio of a second-speed gear position in the power transmission device 16 . Therefore, for example, the gear running mode and the CVT running mode are switched according to a shift line for switching between the first-speed gear position and the second-speed gear position in a known shift map of a multi-speed transmission. For example, in a CVT running mode, a Shift (e.g., CVT shift, continuously variable shift) is performed such that the gear ratio γ is changed based on a running state of the vehicle 10 such as an accelerator opening degree θacc and a vehicle speed V by using a known method. When switching is performed from the gear running mode to the CVT running (high vehicle speed) mode or from the CVT running (high vehicle speed) mode to the gear running mode, as shown in FIG. 2 , the switching is performed transiently through a CVT running (medium vehicle speed) mode.

For example, when switching is performed from the gear running mode to the CVT running (high vehicle speed) mode, switching is transiently performed from a state corresponding to the gear running mode in which the forward clutch C 1 and the dog clutch D 1 are engaged, to the CVT running (medium vehicle speed) mode that is a state in which the CVT running clutch C 2 and the dog clutch D 1 are engaged. Specifically, a shift by changing operation states of the clutches (e.g., a clutch-to-clutch shift (hereinafter referred to as a C-to-C shift)) is executed such that the forward clutch C 1 is released while the CVT running clutch C 2 is engaged. In this case, the power transmission path is changed from the first power transmission path PT 1 to the second power transmission path PT 2 , and the power transmission device 16 is substantially upshifted. After the power transmission path is switched, the dog clutch is released to prevent unnecessary dragging and high rotation of the gear mechanism 28 (see driven input interruption of FIG. 2 ). In this way, the dog clutch D 1 functions as a driven input interruption clutch interrupting the input from the drive wheels 14 side.

For example, if switching is performed from the CVT miming (high vehicle speed) mode to the gear running mode, switching is transiently performed from a state in which the CVT running clutch C 2 is engaged, to the CVT running (medium vehicle speed) mode that is a state in which the dog clutch D 1 is further engaged, for preparation of switching to the gear running mode (see downshift preparation of FIG. 2 ). In this CVT running (medium vehicle speed) mode, rotation is also transmitted through the gear mechanism 28 to the sun gear 26 s of the planetary gear device 26 p . When a shift by changing the operation state of the clutches (e.g., a C-to-C shift) is executed from the CVT running (medium vehicle speed) mode such that the CVT running clutch C 2 is released while the forward clutch C 1 is engaged, switching to the gear running mode is achieved. In this case, the power transmission path is changed from the second power transmission path PT 2 to the first power transmission path and the power transmission device 16 is substantially downshifted.

FIG. 3 is a diagram for explaining main portions of a control function and a control system for various controls in the vehicle 10 . In FIG. 3 , the vehicle 10 includes an electronic control device 80 including a control device of the vehicle 10 for switching the running pattern of the power transmission device 16 , for example. Therefore, FIG. 3 is a diagram of an input/output system of the electronic control device 80 and is a functional block diagram for explaining the main portion of the control function by the electronic control device 80 . The electronic control device 80 is configured to include, for example, a so-called microcomputer including a CPU, a RAM, a ROM, an I/O interface, etc., and the CPU executes a signal process according to a program stored in advance in the ROM, while utilizing a temporary storage function of the RAM to provide the various controls of the vehicle 10 . For example, the electronic control device 80 provides an output control of the engine 12 , a shift control and a belt clamping pressure control of the continuously variable transmission 24 , and a switching control of switching the running pattern to the CVT miming mode or the gear running mode and is configured separately for the engine control, the shift control, etc., as necessary.

The electronic control device 80 is supplied with each of various actual values (e.g., an engine rotation speed Ne, an input shaft rotation speed NM that is a rotation speed of the primary pulley 58 corresponding to a turbine rotation speed Nt, an output shaft rotation speed Nout that is a rotation speed of the secondary pulley 62 corresponding to the vehicle speed V, an accelerator opening degree θacc that is an operation amount of an accelerator pedal considered as an acceleration request amount of a driver, a throttle valve opening degree θth, a brake-on Bon that is a signal indicative of an operated state of a foot brake serving as a service brake, and a longitudinal acceleration G of the vehicle 10 ) based on detection signals from various sensors included in the vehicle 10 (e.g., an engine rotation speed sensor 82 , an input shaft rotation speed sensor 84 , an output shaft rotation speed sensor 86 , an accelerator opening degree sensor 88 , a throttle valve opening degree sensor 90 , a brake switch 92 , and a G sensor 94 ).

The electronic control device 80 outputs an engine output control command signal Se for the output control of the engine 12 , a hydraulic control command signal Scvt for hydraulic control related to the shift of the continuously variable transmission 24 , a hydraulic control command signal Sswt for controlling the forward/reverse switching device 26 , the CVT running clutch C 2 , and the dog clutch D 1 related to the switching of the running pattern of the power transmission device 16 , etc.

Specifically, signals output as the engine output control command signal Se include a throttle signal for driving a throttle actuator to control opening/closing of an electronic throttle valve, an injection signal for controlling an amount of fuel injected from a fuel injection device, an ignition timing signal for controlling the tithing of ignition of the engine 12 by an ignition device, etc.

Signals output as the hydraulic control command signal Scvt to a hydraulic control circuit 96 include a command signal for driving an electromagnetic valve (solenoid valve) for adjusting a primary pressure Pin supplied to the hydraulic actuator 58 c of the primary pulley 58 , a command signal for driving an electromagnetic valve (solenoid valve) for adjusting a secondary pressure Pout supplied to the hydraulic actuator 62 c of the secondary pulley 62 , etc.

Signals output as the hydraulic control command signal Sswt to the hydraulic control circuit 96 include command signals for driving electromagnetic valves (solenoid valves) controlling hydraulic pressures supplied to actuators operating the forward clutch C 1 , the reverse brake B 1 , the CVT running clutch C 2 , and the hub sleeve 54 .

FIG. 4 is a diagram for generally explaining portions controlling the hydraulic pressure related to the continuously variable transmission 24 , the forward clutch C 1 , the CVT running clutch C 2 , and the dog clutch D 1 , in the hydraulic control circuit 96 included in the power transmission device 16 .

The hydraulic control circuit 96 includes a primary electromagnetic valve SLP for controlling the primary pressure Pin supplied to the primary pulley 58 , a secondary electromagnetic valve SLS for controlling the secondary pressure Pout supplied to the secondary pulley 62 , a C 1 electromagnetic valve SL 1 for controlling a C 1 pressure Pc 1 supplied to the forward clutch C 1 , a C 2 electromagnetic valve SL 2 for controlling a C 2 pressure Pc 2 supplied to the CVT running clutch C 2 , and a synchro electromagnetic valve SLG for controlling a synchro control pressure Ps 1 supplied to a hydraulic actuator 100 operating the synchromesh mechanism S 1 . The hydraulic control circuit 96 includes a primary pressure control valve 102 , a secondary pressure control valve 104 , a fail-safe valve 106 , and a synchro control valve 108 . The C 1 electromagnetic valve SL 1 corresponds to a first electromagnetic valve of the present invention and the C 2 electromagnetic valve SL 2 corresponds to a second electromagnetic valve of the present invention.

The electromagnetic valves SLP, SLS, SL 1 , SL 2 , SLG are all linear solenoid valves (electromagnetic valves) driven by a hydraulic control command signal (instruction current) output from the electronic control device 80 . The primary pressure control valve 102 is operated based on an SLP pressure Pslp output from the primary electromagnetic valve SLP, thereby regulating the primary pressure Pin. The secondary pressure control valve 104 is operated based on an SLS pressure Psls output from the secondary electromagnetic valve SLS, thereby regulating the secondary pressure Pout. The synchro control valve 108 is operated based on an SLG pressure Pslg output from the synchro electromagnetic valve SLG, thereby regulating the synchro control pressure Ps 1 . The fail-safe valve 106 selectively communicates and interrupts an oil passage through which an SL 1 pressure Psl 1 output from the C 1 electromagnetic valve SL 1 is supplied as the C 1 pressure Pc 1 to the forward clutch C 1 . The fail-safe valve 106 functions as a fail-safe valve preventing simultaneous engagement of the forward clutch C 1 and the CVT running clutch C 2 by interrupting the oil passage through which the C 1 pressure Pc 1 (having the same meaning as the SL 1 pressure Psl 1 ) to the forward clutch C 1 . An SL 2 pressure Psl 2 output from the C 2 electromagnetic valve SL 2 is directly supplied as the C 2 pressure Pc 2 to the CVT running clutch C 2 . In this example, the electromagnetic valves SLP, SLS, SL 1 , SL 2 , SLG are all configured to output a hydraulic pressure proportional to the instruction current.

FIG. 5 is a diagram for explaining a configuration of the fail-safe valve 106 . In FIG. 5 , the fail-safe valve 106 includes a spring SP, an input port Pi, an exhaust port Pex, an output port Po selectively communicating with the input port Pi and the exhaust port Pex, a differential port Pd at which there is a difference in effective diameters between either end of the spool valve piece SV, a first oil chamber Pr 1 , and a spool valve piece SV for switching communication states of oil passages. The fail-safe valve 106 includes the spool valve piece SV housed slidably at a predetermined movement stroke and constantly urged in one direction by the spring SP in a valve body, and the communication states of the oil passages are switched according to the movement of the spool valve piece SV to one end and the other end of the stroke, so as to allow communication between the input port Pi and the output port Po or allow communication between the exhaust port Pex and the output port Po.

An oil passage Lsl 1 supplied with the SL 1 pressure Psl 1 from the C 1 electromagnetic valve SL 1 is connected to the input port Pi and the differential port Pd. An exhaust oil passage Lex is connected to the exhaust port Pex. An oil passage Lc 1 communicating with the forward clutch C 1 is connected to the output port Po. An oil passage Lsl 2 supplied with the SL 2 pressure Psl 2 from the C 2 electromagnetic valve SL 2 is connected to the first oil chamber Pr 1 . The fail-safe valve 106 configured in this way is selectively switched to a normal spool position (valve state) (Normal) at which the oil passage Lsl 1 and the oil passage Lcl 1 communicate with each other and a fail-safe spool position (valve state) (Failsafe) at which the exhaust oil passage Lex and the oil passage Lc 1 communicate with each other, based on the SL 1 pressure Psl 1 (having the same meaning as the C 1 pressure Pc 1 of the hydraulic fluid supplied to the forward clutch C 1 ) and the SL 2 pressure Psl 2 (having the same meaning as the C 2 pressure Pc 2 of the hydraulic fluid supplied to the CVT running clutch C 2 ), thereby preventing the simultaneous engagement of the forward clutch C 1 and the CVT running clutch C 2 .

In the fail-safe valve 106 , the spring SP generates an urging force Fsp to hold the spool valve piece SV at the normal spool position (Normal). The SL 1 pressure Psl 1 and the SL 2 pressure Psl 2 generate an urging force F 1 and F 2 , respectively for moving the spool valve piece SV to the fail-safe spool position (Failsafe) against the urging force Fsp of the spring SP. Therefore, the fail-safe valve 106 is switched by the SL 1 pressure Psl 1 and the SL 2 pressure Psl 2 to the fail-safe spool position (Failsafe) at Which the simultaneous engagement is prevented.

In the fail-safe valve 106 , when the urging force Fsp moving the spool valve piece SV to the normal spool position (Normal) generated from the spring SP is larger than a sum (=F 1 +F 2 ) of an urging force F 1 (=Psl 1 *S 1 ) and an urging force F 2 (=Psl 2 *S 2 ), where the urging force F 1 moves the spool valve piece SV to the fail-safe spool position (Failsafe) and is defined based on the SL 1 pressure Psl 1 supplied to the forward clutch C 1 and a pressure receiving area S 1 in the differential port Pd and the urging force F 2 (=Psl 2 *S 2 ) moves the spool valve piece SV to the fail-safe spool position (Failsafe) and is defined based on the SL 2 pressure Psl 2 supplied to the CVT running clutch C 2 and a pressure receiving area S 2 in the first oil chamber Pr 1 , the spool valve piece SV is moved to the normal spool position (Normal).

On the other hand, when the sum (=F 1 +F 2 ) of the urging forces F 1 and F 2 exceeds the urging force Fsp (corresponding to a predetermined value of the present invention), the spool valve piece SV is moved to the fail-safe spool position (Failsafe).

For example, when an ON failure of the C 1 electromagnetic valve SL 1 or the C 2 electromagnetic valve SL 2 causes the output of the SL 1 pressure Psl 1 of the C 1 electromagnetic valve SL 1 and the output of the SL 2 pressure Psl 2 of the C 2 electromagnetic valve SL 2 to occur at the same time so that the urging force (F 1 +F 2 ) based on the SL 1 pressure Psl 1 and the SL 2 pressure Psl 2 becomes larger than the urging force Fsp generated from the spring SP, the spool valve piece SV is moved to the fail-safe spool position (Failsafe). In other words, the fail-safe valve 106 is switched to the fail-safe side. In this case, the communication is interrupted between the oil passage Lc 1 connected to the forward clutch C 1 and the oil passage Lsl 1 supplied with the SL 1 pressure Psl 1 , and the oil passage Lc 1 is connected to the exhaust oil passage Lex so that the forward clutch C 1 is not supplied with the C 1 pressure Pc 1 (i.e., the SL 1 pressure Psl 1 ) and the forward clutch C 1 is released, and therefore, the first power transmission path PT 1 is put into the power transmission interrupted state. Therefore, the simultaneous engagement of the forward clutch C 1 and the CVT running clutch C 2 is prevented, so that a tie-up of the power transmission device 16 is prevented from occurring due to the formation of both the first power transmission path PT 1 and the second power transmission path PT 2 . The failsafe valve 106 is set such that even when a maximum pressure Psl 1 m defined as a predetermined value and defined as the instruction pressure Psl 1 i of the SL 1 pressure Psl 1 is output, the valve is not switched to the fail-safe spool position unless the SL 2 pressure Psl 2 is output, and that even when a maximum pressure Psl 2 m defined as a predetermined value and defined as the instruction pressure Psl 2 i of the SL 2 pressure Psl 2 is output, the valve is not switched to the fail-safe spool position unless the SL 1 pressure Psl 1 is output.

Returning to FIG. 3 , the electronic control device 80 functionally includes an engine output control portion 120 (engine output control means) and a shift control portion 122 (shift control means).

For example, for the output control of the engine 12 , the engine output control portion 120 outputs the engine output control command signal Se to each of the throttle actuator, the fuel injection device, and the ignition device. The engine output control portion 120 calculates a required drive output Pdem as a drive request amount from a driver based on the actual accelerator opening degree θacc and the vehicle speed V from a predetermined relationship (drive power map) not shown, for example, sets a target engine torque Tetgt for obtaining the required drive output Pdem, and provides the opening/closing control of the electronic throttle valve with the throttle actuator, as well as the control of the fuel injection amount with the fuel injection device and the control of the ignition timing with the ignition device, so as to obtain the target engine torque Tetgt.

In the CVT running mode, the shiftcontrol portion 122 outputs to the hydraulic control circuit 96 the hydraulic control command signal Scvt controlling the transmission ratio γ of the continuously variable transmission 24 to achieve a target transmission ratio (target gear ratio) γtgt calculated based on the accelerator opening degree θacc, the vehicle speed V, the brake signal Bon, etc. Specifically, the shift control portion 122 has a predefined relationship (e.g., a CVT shift map) stored therein for achieving the target gear ratio γtgt of the continuously variable transmission 24 at which an operating point of the engine 12 is on a predetermined optimum line (e.g., an engine optimum fuel consumption line) while adjusting the bell clamping pressure of the continuously variable transmission 24 to an optimum value, determines from the relationship based on the accelerator opening degree θacc, the vehicle speed V, etc., a primary instruction pressure Pintgt as a command value of the primary pressure Pin supplied to the hydraulic actuator 58 c and a secondary instruction pressure Pouttgt as a command value of the secondary pressure Pout supplied to the hydraulic actuator 62 c , and outputs the primary instruction pressure Pintgt and the secondary instruction pressure Pouttgt to the hydraulic control circuit 96 to perform the CVT shift.

The shift control portion 122 provides the switching control of switching between the gear running mode in which the power of the engine 12 is transmitted through the gear mechanism 28 to the output shaft 30 and the CVT running mode in which the power of the engine 12 is transmitted through the continuously variable transmission 24 to the output shaft 30 . Specifically, the shift control portion 122 determines whether to switch the running pattern during running of the vehicle. For example, the shift control portion 122 uses an upshift line and a downshift line of the shift map for switching between the first-speed gear ratio γ 1 corresponding to the gear ratio EL in the gear running mode and the second-speed gear ratio γ 2 corresponding to the lowest gear ratio γmax in the CVT running mode to make a judgement on a shift (switching of a gear ratio) based on the vehicle speed V and the accelerator opening degree θacc and determines whether to switch the running pattern during running of the vehicle, based on the judgment result. The upshift line and the downshift line are predetermined shift lines and have predetermined hysteresis.

When the shift control portion 122 determines to switch the running pattern, the shift control portion 122 switches the running pattern. For example, when the shift control portion 122 determines to upshift during the gear running mode, the shift control portion 122 switches from the gear running mode to the CVT running (high vehicle speed) mode. When the shift control portion 122 switches the running pattern from the gear running mode to the CVT running (high vehicle speed) mode, the shift control portion 122 first performs an upshift through a C-to-C shift of releasing the forward clutch C 1 and engaging the CVT running clutch C 2 . This state corresponds to the transiently switched CVT running (medium vehicle speed) mode of FIG. 2 , and the power transmission path in the power transmission device 16 is switched from the first power transmission path PT 1 in which the power is transmitted through the gear mechanism 28 to the second power transmission path PT 2 in which the power is transmitted through the continuously variable transmission 24 . Subsequently; the shift control portion 122 outputs a command to operate the hub sleeve 54 of the synchromesh mechanism S 1 to release the engaged dog clutch D 1 for switching to the CVT running (high vehicle speed) mode. The hub sleeve 54 is driven by a hydraulic actuator not shown, and pressing force to the hub sleeve 54 is adjusted by a hydraulic pressure supplied to the hydraulic actuator.

When the shift control portion 122 determines to downshift during the CVT running (high vehicle speed) mode, the shift control portion 122 switches from the CVT running (high vehicle speed) mode to the gear running mode. When the shift control portion 122 switches the running pattern from the CVT running (high vehicle speed) mode to the gear running mode, the shift control portion 122 first outputs a command to operate the hub sleeve 54 of the synchromesh mechanist S 1 to engage the released dog clutch D 1 for switching to the CVT running (medium vehicle speed) mode. Subsequently, the shift control portion 122 performs a downshift through a C-to-C shift of releasing the CVT running clutch C 2 and engaging the forward clutch C 1 . This state corresponds to the gear running mode in FIG. 2 , and the power transmission path in the power transmission device 16 is switched from the second power transmission path PT 2 in which the power is transmitted through the continuously variable transmission 24 to the first power transmission path PT 1 in which the power is transmitted through the gear mechanism 28 . In this way, when the shift control portion 122 switches the running pattern from the power transmission via the continuously variable transmission 24 to the power transmission via the gear mechanism 28 while the vehicle 10 is running, the shift control portion 122 engages the dog clutch D 1 before releasing the CVT running clutch C 2 .

When the SL 1 pressure Psl 1 and the SL 2 pressure Psl 2 are output at the same time, it is desirable that the fail-safe valve 106 for preventing the simultaneous engagement of the forward clutch C 1 and the CVT running clutch C 2 is promptly operated (switched to the fail-safe spool position). Therefore, conventionally, an instruction current Isl 2 of the C 2 electromagnetic valve SL 2 is set during the CVT running mode such that the SL 2 pressure Psl 2 reaches the maximum pressure Psl 2 m defined as a predetermined value.

Specifically, during the CVT running mode, the instruction current Isl 2 of the C 2 electromagnetic valve SL 2 is set such that, for example, a line pressure PL is output as the maximum pressure Psl 2 m from the C 2 electromagnetic valve SL 2 . The C 2 electromagnetic valve SL 2 is configured such that the SL 2 pressure Psl 2 to be output becomes higher in proportion to the instruction current Isl 2 and that the line pressure PL is output from the C 2 electromagnetic valve SL 2 when the instruction current Isl 2 becomes equal to or greater than a predetermined value. During the CVT running mode, the instruction current Isl 2 of the C 2 electromagnetic valve SL 2 is set to a value equal to or greater than the predetermined value, so that the line pressure PL is output as the maximum pressure Psl 2 m from the C 2 electromagnetic valve SL 2 and, when the SL 1 pressure Psl 1 is output from the C 1 electromagnetic valve SL 1 in this state, the fail-safe valve 106 is promptly switched to the fail-safe spool position. The line pressure PL is supplied as a source pressure to the C 2 electromagnetic valve SL 2 , and the line pressure PL is adjusted based on the SLS pressure Psls from the secondary electromagnetic valve SLS or the SLP pressure Pslp from the primary electromagnetic valve SLP, for example.

Since the maximum pressure Psl 2 m is constantly output from the C 2 electromagnetic valve SL 2 during the CVT running mode in this way, the instruction current Isl 2 of the C 2 electromagnetic valve SL 2 becomes higher and electric power consumption is increased, which causes a deterioration in fuel consumption. In this example, the instruction current Isl 2 of the C 2 electromagnetic valve SL 2 is lowered during the CVT running mode by executing a control described later, thus the electric power consumption can be reduced.

The electronic control device 80 functionally includes a clutch release determining portion 124 (clutch release determining means), an input torque calculating portion 126 (input torque calculating means), and an instruction pressure setting portion 128 (instruction pressure setting means) for providing the control of reducing the electric power consumption.

The clutch release determining portion 124 determines whether the dog clutch D 1 is in a released state during the CVT running mode. The clutch release determining portion 124 determines whether the dog clutch D 1 is in the released state, based on whether an instruction current Islg of the synchro electromagnetic valve SLG is within a predetermined range causing the dog clutch D 1 to be in the released state, for example. In this example, the predetermined range of the instruction current Islg causing the dog clutch D 1 to be in the released state is from zero to a value near zero.

When it is determined that the dog clutch D 1 is released, the input torque calculating portion 126 calculates an input torque Tinc 2 input to the CVT running clutch C 2 . The input torque calculating portion 126 calculates the input torque Tinc 2 based on an engine torque Te and the gear ratio γ of the continuously variable transmission 24 . The input torque calculating portion 126 calculates the input torque Tinc 2 based on the following Eq. (1). In the Eq. (1), Te represents the engine torque, and γ represents the transmission ratio (gear ratio) of the continuously variable transmission 24 . The Eq. (1) is applied when the lockup clutch 19 disposed in the torque converter 20 is engaged, and torque ratio of the torque converter 20 is also taken into consideration if the lockup clutch 19 is released.

Tinc 2= Te*γ   (1)

The engine torque Te is obtained, for example, by applying the throttle opening degree θth (or the accelerator opening degree θacc) and the engine rotation speed Ne detected as needed to a preset relation map or relational expression for obtaining the engine torque Te constituted by the throttle opening degree θth (or the accelerator opening degree θacc) and the engine rotation speed Ne. The transmission ratio γ of the continuously variable transmission 24 is calculated as needed by the following Eq. (2).

γ= N in/ N out  (2)

The instruction pressure setting portion 128 sets an instruction pressure Psl 2 i of the SL 2 pressure Psl 2 output from the C 2 electromagnetic valve SL 2 during release of the dog clutch D 1 based on the input torque Tinc 2 of the CVT running clutch C 2 calculated as needed. Specifically, the instruction pressure setting portion 128 makes the instruction pressure Psl 2 i of the C 2 electromagnetic valve SL 2 during release of the dog clutch D 1 lower as compared to the instruction pressure Psl 2 i set when the input torque Tinc 2 of the CVT running clutch C 2 is transmittable and the dog clutch D 1 is engaged (during engagement). The input torque Tinc 2 being transmittable means that the CVT running clutch C 2 is maintained in the engaged state without a slip (excluding a minute slip) during the power transmission of the CVT running clutch C 2 . When the dog clutch D 1 is engaged (during engagement), the instruction pressure Psl 2 i is set to the maximum pressure Psl 2 m defined as a predetermined value (e.g., the line pressure PL).

The instruction pressure setting portion 128 calculates a torque capacity Tc 2 of the CVT running clutch C 2 required during the CVT running mode from the following Eq. (3). In the Eq. (3), SF corresponds to a safety factor and is set to a value larger than 1.0. Therefore, the torque capacity Tc 2 is a value larger than the input torque Tinc 2 . After the instruction pressure setting portion 128 calculates the torque capacity Tc 2 , the instruction pressure setting portion 128 converts the torque capacity Tc 2 into the SL 2 pressure Psl 2 of the CVT running clutch C 2 according to a known relationship obtained based on design and sets the obtained SL 2 pressure Psl 2 as the instruction pressure Psl 2 i . Since the torque capacity Tc 2 of the CVT running clutch C 2 based on the instruction pressure Psl 2 i set in this way has a value larger than the input torque Tinc 2 of the CVT running clutch C 2 , the input torque Tinc 2 is transmittable. Therefore, the engaged state of the CVT running clutch C 2 is maintained without a slip of the CVT running clutch C 2 during the power transmission.

Tc 2 =Tinc 2* SF=Te*γ*SF   (3)

The shift control portion 122 controls the instruction current Isl 2 of the C 2 electromagnetic valve SL 2 such that the instruction pressure Psl 2 i set by the instruction pressure setting portion 128 is output from the C 2 electromagnetic valve SL 2 . As described above, in this example, the instruction current Isl 2 of the C 2 electromagnetic valve SL 2 is changed as needed according to the input torque Tinc 2 of the CVT running clutch C 2 and therefore has a value lower than the conventionally set instruction current, so that the electric power consumption is reduced. Conventionally, even during release of the dog clutch D 1 , the instruction current Isl 2 of the C 2 electromagnetic valve SL 2 is set to a value (hereinafter referred to as an instruction current Isl 2 m ) at which the maximum pressure Psl 2 m (e.g., the line pressure PL) set during engagement of the dog clutch D 1 is output, and therefore, the instruction current Isl 2 becomes higher and the electric power consumption is increased. In contrast, during the release of the dog clutch D 1 , the instruction pressure Psl 2 i is set to a value at which the input torque Tinc 2 calculated as needed is transmittable and that is lower than the maximum pressure Psl 2 m set when the dog clutch D 1 is engaged, and therefore, the instruction current Isl 2 is lower than the conventionally set instruction current Isl 2 m.

When a torque fluctuation occurs in the engine torque Te, the input torque Tinc 2 of the CVT running clutch C 2 also fluctuates according to the Eq. (1), so that a fluctuation also occurs in the instruction pressure Psl 2 i and the instruction current Isl 2 of the C 2 electromagnetic valve SL 2 . When the instruction pressure Psl 2 i fluctuates up and down, a load applied to the CVT running clutch C 2 also fluctuates, and the durability of the CVT running clutch C 2 may deteriorate due to this load fluctuation. If concern exists for a deterioration in the durability of the CVT running clutch C 2 , the instruction pressure setting portion 128 maintains the instruction pressure Psl 2 i at the same value without accordingly changing the pressure to the reduced pressure side when the input torque Tinc 2 is reduced during release of the dog clutch D 1 , and sets the instruction pressure Psl 2 i on the increased pressure side according to the input torque Tinc 2 only when the input torque Tina is increased.

For example, the instruction pressure setting portion 128 preliminarily stores a plurality of prescribed values X 1 to Xn set as the instruction pressure Psl 2 i of the C 2 electromagnetic valve SL 2 and sets any of the prescribed values X 1 to Xn as the instruction pressure Isl 2 i according to the input torque Tinc 2 . It is assumed that the prescribed values X 1 to Xn are set to larger values when suffixes are larger numbers. While the torque capacity Tc 2 of the CVT running clutch C 2 calculated based on a prescribed value Xi (i=1 to n) set as the instruction pressure Psl 2 i has a value larger than the input torque Tinc 2 calculated as needed, the instruction pressure setting portion 128 maintains the prescribed value Xi as the instruction pressure Psl 2 i . When the value of the input torque Tinc 2 calculated as needed becomes larger than the torque capacity Tc 2 calculated based on a value Xi which is set as the instruction pressure Psl 2 i , the instruction pressure setting portion 128 sets the instruction pressure Psl 2 i to another prescribed value (e.g., a prescribed value Xi+1) at which the input torque Tinc 2 is transmittable. Therefore, during release of the dog clutch D 1 , the instruction pressure Psl 2 i increases stepwise.

Description will hereinafter be made of the case that a first prescribed value X 1 and a second prescribed value X 2 are set as the prescribed-values. The first prescribed value X 1 is set to a hydraulic pressure value at which the input torque Tinc 2 input to the CVT running clutch C 2 during normal running (low-load running) is transmittable, for example. The second prescribed value X 2 is set to a hydraulic pressure value at which the input torque Tinc 2 input to the CVT running clutch C 2 during acceleration running (high-load running) is transmittable, for example. Therefore, the second prescribed value X 2 is a value higher than the first prescribed value X 1 .

When the dog clutch D 1 is released, the instruction pressure setting portion 128 first sets the instruction pressure Psl 2 i of the SL 2 pressure Psl 2 to the first prescribed value X 1 . Even if the input torque Tinc 2 fluctuates due to the torque fluctuation of the engine torque Te after setting the instruction pressure Psl 2 i to the first prescribed value X 1 , the instruction pressure setting portion 128 maintains the instruction pressure Psl 2 i at the first prescribed value X 1 While the input torque Tinc 2 calculated as needed does not exceed the torque capacity Tc 2 based on the first prescribed value X 1 . Therefore, the durability is prevented from deteriorating due to fluctuation of the load applied to the CVT running clutch C 2 resulting from the torque fluctuation. For example, even when the input torque Tinc 2 significantly decreases, the instruction pressure Psl 2 i is maintained at the first prescribed value X 1 and the instruction pressure Psl 2 i is not significantly reduced, so that the load applied to the CVT running clutch C 2 is prevented from increasing.

If the input torque Tinc 2 calculated as needed by the input torque calculating portion 126 has a value larger than the torque capacity Tc 2 based on the first prescribed value X 1 , the instruction pressure setting portion 128 sets the second prescribed value X 2 larger than the first prescribed value X 1 as the instruction pressure Psl 2 i . Therefore, the input torque Tina can be transmitted by the CVT running clutch C 2 . When the instruction pressure setting portion 128 sets the instruction pressure Psl 2 i of the SL 2 pressure Psl 2 to the second prescribed value X 2 , the instruction pressure setting portion 128 maintains the instruction pressure Psl 2 i to the second prescribed value X 2 while the input torque Tinc 2 calculated as needed does not exceed the torque capacity Tc 2 based on the second prescribed value X 2 . Therefore, even when the input torque Tinc 2 decreases and, for example, the value of the input torque Tinc 2 becomes smaller than the torque capacity Tc 2 based on the first prescribed value X 1 , the instruction pressure Psl 2 i is maintained at the second prescribed value X 2 . Since the instruction pressure Psl 2 i is maintained at second prescribed value X 2 in this way, the durability is prevented from deteriorating due to fluctuation of the load applied to the CVT naming clutch C 2 .

If the input torque Tinc 2 calculated as needed exceeds the torque capacity Tc 2 based on the second prescribed value X 2 , the instruction pressure setting portion 128 sets the instruction pressure Psl 2 i to the maximum pressure Psl 2 m defined as a predetermined value. In this case, since the torque capacity Tc 2 of the CVT running clutch C 2 is the maximum value defined based on design, the input torque Tinc 2 is transmittable.

When an engagement command of the dog clutch D 1 is output, the instruction pressure setting portion 128 sets the instruction pressure Psl 2 i to the maximum pressure Psl 2 m and maintains the instruction pressure Psl 2 i to the maximum pressure Psl 2 m during engagement of the dog clutch D 1 . When the dog clutch D 1 is released again, the instruction pressure setting portion 128 sets the instruction pressure Psl 2 i to the first prescribed value X 1 . Therefore, the instruction pressure Psl 2 i is returned to the low-pressure side. In this way, when the dog clutch D 1 is released, the instruction pressure Psl 2 i is raised in stages depending on the input torque Tinc 2 , and when the dog clutch D 1 is engaged, the instruction pressure Psl 2 i is not changed to the reduced pressure side while the dog clutch D 1 is not released again, so that the fluctuation of the load applied to the CVT running clutch C 2 is suppressed to prevent the deterioration in durability.

FIG. 6 is a time chart of a relationship between the instruction pressure Psl 2 i of the SL 2 pressure Psl 2 set by the instruction pressure setting portion 128 and the instruction current Islg of the synchro electromagnetic valve SLG. In FIG. 6 , a dashed-dotted line drawn together with the instruction pressure Psl 2 i (solid line) denotes a value acquired by converting the input torque Tinc 2 input to the CVT running clutch C 2 into a hydraulic pressure. In FIG. 6 , the instruction current Islg of the synchro electromagnetic valve SLG substantially corresponds to the engagement state of the dog clutch D 1 . For example, when the instruction current Islg is zero, the SLG pressure Pslg is not output from the synchro electromagnetic valve SLG, so that the hydraulic actuator 100 operating the synchromesh mechanism S 1 is not operated. Therefore, the dog clutch D 1 is in a released state. On the other hand, when the instruction current Islg of the synchro electromagnetic valve SLG becomes larger than zero, the SLG pressure Pslg is output from the synchro electromagnetic valve SLG and the hydraulic actuator 100 is operated. Therefore, the dog clutch D 1 is engaged via the synchromesh mechanism S 1 .

In FIG. 6 , before time t 1 , the instruction current Islg of the synchro electromagnetic valve SLG is zero, and the dog clutch D 1 is therefore released. At this time, as indicated by a solid line, the instruction pressure Psl 2 i is set to the first prescribed value X 1 . At time t 1 , when the input torque Tinc 2 (hydraulic-pressure equivalent value) calculated as needed and indicated by the dashed-dotted line becomes higher than the torque capacity Tc 2 based on the first prescribed value X 1 , the instruction pressure Psl 2 i is set to the second prescribed value X 2 . Therefore, although the input torque Tinc 2 (hydraulic-pressure equivalent value) becomes larger than the first prescribed value X 1 after time t 1 , the instruction pressure Psl 2 i is accordingly set to the second prescribed value X 2 , so that the input torque Tinc 2 is transmittable.

Even when the input torque Tinc 2 (hydraulic-pressure equivalent value) becomes smaller than the first prescribed value X 1 as indicated by the dashed-dotted line between time t 1 and time t 2 , the instruction pressure Psl 2 i is maintained at the second prescribed value X 2 . At time t 2 , when the engagement of the dog clutch D 1 is started, the instruction pressure Psl 2 i is set to the maximum pressure Psl 2 m . At time t 3 , when the dog clutch D 1 is released, the SL 2 pressure Psl 2 is set to the first prescribed value X 1 again. By setting the instruction pressure Psl 2 i stepwise in an increasing direction in this way, the instruction pressure Psl 2 i is no longer constantly set to the maximum pressure Psl 2 m , and the instruction current Isl 2 of the C 2 electromagnetic valve SL 2 becomes lower. Additionally; since the torque capacity Te 2 of the CVT naming clutch C 2 is prevented from fluctuating due to fluctuation of the input torque Tinc 2 , the CVT running clutch C 2 is prevented from deteriorating in durability. Although FIG. 6 shows as an example a form in which the first prescribed value X 1 and the second prescribed value X 2 are set as the prescribed values of the instruction pressure Psl 2 i , the prescribed values may more finely be set. Therefore, the instruction pressure Psl 2 i during release of the dog clutch D 1 may be changed in more stages.

FIG. 7 is a flowchart for explaining a main portion of the control operation of the electronic control device 80 , i.e., a control operation capable of reducing the electric power consumption by lowering the instruction current Isl 2 of the C 2 electromagnetic valve SL 2 during the CVT running mode. This flowchart is repeatedly executed during the CVT miming mode.

First, at step ST 1 (hereinafter, step will be omitted) corresponding to the control function of the clutch release determining portion 124 , it is determined whether the dog clutch D 1 is in the released state. During engagement of the dog clutch D 1 , ST 1 is negative and the operation goes to ST 4 . At ST 4 corresponding to the control function of the instruction pressure setting portion 128 , the SL 2 pressure Psl 2 is set to the maximum pressure Psl 2 m . If the dog clutch D 1 is released, ST 1 is affirmative and the operation goes to ST 2 . At ST 2 corresponding to the control function of the input torque calculating portion 126 , the input torque Tinc 2 input to the CVT running clutch C 2 is calculated. Subsequently, at ST 3 corresponding to the control function of the instruction pressure setting portion 128 , the instruction pressure Psl 2 i is set based on the input torque Tinc 2 calculated at ST 2 .

If the instruction pressure Psl 2 i is changed (increased) stepwise in consideration of the deterioration in durability of the CVT running clutch C 2 , a plurality of prescribed values Xi (i=1 to n) set as the instruction pressure Psl 2 i is stored in advance, and at ST 3 , the prescribed value Xi corresponding to the input torque Tinc 2 is set as the instruction pressure Psl 2 i . Specifically, at ST 3 , the input torque Tinc 2 calculated at ST 2 is compared with the torque capacity Tc 2 based on the prescribed valise Xi (e.g., the first prescribed value X 1 ) set in the previous cycle time, and if the torque capacity Tc 2 is larger than the input torque Tinc 2 , the set prescribed value Xi (e.g., the first prescribed value Xi) is maintained as the instruction pressure Psl 2 i . On the other hand, when the input torque Tinc 2 becomes larger than the torque capacity Tc 2 based on the set prescribed value Xi (e.g., the first prescribed value X 1 ), another prescribed value (e.g., the prescribed value X 2 ) larger than the current prescribed value Xi and making the input torque Tinc 2 transmittable is set as the instruction pressure Psl 2 i.

FIG. 8 is a time chart of an operation state based on the control operation of the flowchart of FIG. 7 and shows an operation state when the vehicle starts running as an example. In FIG. 8 , the transmission ratio γ represents a transmission ratio of the power transmission device 16 . An instruction current Isl 1 corresponds to the instruction current of the C 1 electromagnetic valve SL 1 or, in other words, an instruction pressure Psl 1 i of the C 1 electromagnetic valve SL 1 , and the instruction pressure Psl 1 i becomes higher in proportion to the instruction current Isl 1 . The instruction current Isl 2 corresponds to the instruction current of the C 2 electromagnetic valve SL 2 or, in other words, the instruction pressure Psl 2 i of the C 2 electromagnetic valve SL 2 , and the instruction pressure Psl 2 i becomes higher in proportion to the instruction current Isl 2 . The instruction current Islg corresponds to the instruction current of the synchro electromagnetic valve SLG or, in other words, an instruction pressure Pslgi of the synchro electromagnetic valve SLG, and the instruction pressure Pslgi becomes higher in proportion to the instruction current Islg. Therefore, the instruction current Isl 1 , the instruction current Isl 2 , and the instruction current Islg shown in FIG. 8 can be replaced with the instruction pressure Psl 1 i , the instruction pressure Psl 2 i , and the instruction pressure Pslgi, respectively.

In FIG. 8 , before time t 1 , a shift range of the power transmission device 16 is neutral (an N range), and when the instruction current Islg of the synchro electromagnetic valve SLG is set to an instruction value IsIgm in this state, the synchromesh mechanism S 1 is operated and the dog clutch D 1 is in the engaged state in preparation for starting the vehicle. Additionally, since the instruction currents Isl 1 , Isl 2 are zero, the forward clutch C 1 and the CVT running clutch C 2 are released, and the power transmission of the power transmission device 16 is interrupted.

At time t 1 , when the shift range is switched from the N range to a running range (1) range), the instruction current Isl 1 of the C 1 electromagnetic valve SL 1 is raised, so that the engagement of the forward clutch C 1 is started. Consequently, the first power transmission path PT 1 is switched to the power transmitting state between time t 1 and time t 2 , and the gear running mode is enabled. Since a load is applied due to the engagement of the forward clutch C 1 , the turbine rotation speed Nt is reduced.

At time t 2 , when the instruction current reaches the maximum value Isl 1 m defined as a predetermined value, the engagement of the forward clutch C 1 is completed, allowing the vehicle to run at the gear ratio γ 1 of the first power transmission path PT 1 . At time t 3 , the engagement of the lockup clutch 19 is started so that the turbine rotation speed Nt increases, and at time t 4 , the engagement of the lockup clutch 19 is completed so that the engine rotation speed Ne and the turbine rotation speed Nt coincide with each other.

At time t 5 , switching from the gear running mode to the CVT running mode is started, i.e., the clutch-to-clutch shift (C-to-C shift) of releasing the forward clutch C 1 and engaging the CVT running clutch C 2 is started. Accordingly, from time t 5 to time t 6 , the instruction current Isl 1 corresponding to the SL 1 pressure Psl 1 is lowered along a preset track, and the instruction current Isl 2 corresponding to the SL 2 pressure Psl 2 is raised along a preset track. At time t 6 , the C-to-C shift is completed, so that the first power transmission path PT 1 is switched to the second power transmission path PT 2 , and the CVT running mode using the continuously variable transmission 24 is started. Consequently, the gear ratio γ 2 is continuously varied after time t 6 . The instruction current Isl 2 of the C 2 electromagnetic valve SL 2 is set to the maximum value Isl 2 m.

At time t 7 , in relation to the switching to the CVT running mode, the instruction current Islg of the synchro electromagnetic valve SLG is set to zero to release the dog clutch D 1 . Substantially at the same time, the instruction current Isl 2 of the C 2 electromagnetic valve SL 2 decreases. At this time, the magnitude of the instruction current Isl 2 is a value making the input torque Tinc 2 calculated as needed transmittable and is changed according to the input torque Tinc 2 . Therefore, the instruction current Isl 2 has a value lower than a value (current equivalent value) indicated by a broken line at which the SL 2 pressure Psl 2 output from the C 2 electromagnetic valve SL 2 is the line pressure PL. Although the line pressure PL varies according to the accelerator opening degree θacc etc., the line pressure PL of FIG. 8 indicates a value when the accelerator opening degree θacc etc. are the same.

At time t 8 , when the engagement of the dog clutch D 1 is started again and the raising of the instruction current Islg is started, the instruction current Isl 2 of the C 2 electromagnetic valve SL 2 is returned to the maximum value Isl 2 m . As described above, while the dog clutch D 1 is released (time t 7 to time t 8 ), the instruction current Islg becomes lower than the maximum value Isl 2 m , so that the electric power consumption is reduced.

In FIG. 8 , the instruction current Isl 2 of the C 2 electromagnetic valve SL 2 is changed as needed according to the input torque Tinc 2 ; however, if the durability of the CVT running clutch C 2 is taken into consideration as described above, the instruction current Isl 2 is controlled as in a time chart shown in FIG. 9 , for example.

At time t 7 of the time chart of FIG. 9 , when the instruction current Islg of the synchro electromagnetic valve SLG is made zero, the instruction current Isl 2 of the C 2 electromagnetic valve SL 2 is set to a prescribed current Ix 1 set in advance. The prescribed current Ix 1 corresponds to a value at which the instruction pressure Psl 2 i of the C 2 electromagnetic valve SL 2 is the first prescribed value X 1 set during low-load running, for example. At time t 7 a , when the input torque Tinc 2 calculated as needed becomes larger than the torque capacity Tc 2 of the CVT running clutch C 2 calculated based on the first prescribed value X 1 , the instruction current Isl 2 is set to a prescribed current Ix 2 set in advance. The prescribed current Ix 2 corresponds to a value at which the instruction pressure Psl 2 i of the C 2 electromagnetic valve SL 2 is the second prescribed value X 2 set during high-load running, for example. Since the instruction current Isl 2 of the C 2 electromagnetic valve SL 2 increases stepwise due to the increase of the input torque Tinc 2 , although the instruction current Isl 2 becomes higher as compared to when the instruction current Isl 2 is changed as needed according to the input torque Tinc 2 as shown in the time chart of FIG. 8 , the load applied to the CVT running clutch C 2 is prevented from fluctuating due to fluctuation of the engine torque Te, so that the CVT running clutch C 2 is prevented from deteriorating in durability.

As described above, according to this example, during release of the dog clutch D 1 , the first power transmission path PT 1 is interrupted so that the first power transmission path PT 1 and the second power transmission path PT 2 are not simultaneously switched to the power transmitting state. Therefore, it is not necessary to retain the hydraulic pressure Pc 2 of the hydraulic fluid supplied to the CVT running clutch C 2 at a high pressure during release of the dog clutch D 1 , and thus, by making the instruction pressure Psl 2 i of the C 2 electromagnetic valve SL 2 controlling the hydraulic pressure Pc 2 of the CVT running clutch C 2 lower as compared to when the dog clutch D 1 is engaged, the instruction current Isl 2 of the C 2 electromagnetic valve SL 2 can be lowered to reduce the electric power consumption.

According to this example, the instruction pressure Psl 2 i of the C 2 electromagnetic valve SL 2 during release of the dog clutch D 1 is set to a value at which the input torque Tinc 2 input to the CVT running clutch C 2 is transmittable and that is lower than the maximum pressure Psl 2 m set when the dog clutch D 1 is engaged, and therefore, the instruction pressure Psl 2 i of the C 2 electromagnetic valve SL 2 becomes lower within a range in which running is not affected, so that the instruction current Isl 2 of the C 2 electromagnetic valve SL 2 can be lowered.

According to this example, during release of the dog clutch D 1 , the instruction pressure Psl 2 i of the C 2 electromagnetic valve SL 2 controlling the hydraulic pressure Pc 2 of the CVT running clutch C 2 is not changed to the reduced pressure side, and therefore, the instruction pressure Psl 2 i of the C 2 electromagnetic valve SL 2 is restrained from fluctuating up and down due to fluctuation of the input torque Tinc 2 of the CVT running clutch C 2 . Thus, the CVT running clutch C 2 can be restrained from deteriorating in durability due to the fluctuation of the instruction pressure Psl 2 i for the CVT running clutch C 2 .

According to this example, while the input torque Tinc 2 of the CVT running clutch C 2 is smaller than the torque capacity Tc 2 based on the prescribed value Xi set as the instruction pressure Psl 2 i of the C 2 electromagnetic valve SL 2 , the instruction pressure Psl 2 i for the CVT running clutch C 2 is maintained at the prescribed value Xi, the instruction pressure Psl 2 i for the CVT running clutch C 2 is restrained from frequently fluctuating. Therefore, the CVT running clutch C 2 can be restrained from deteriorating in durability due to the fluctuation of the instruction pressure Psl 2 i for the CVT running clutch C 2 .

Although the example of the present invention has been described in detail with reference to the drawings, the present invention also applicable to other forms.

For example, in the example described above, while the dog clutch D 1 is released, the instruction pressure Psl 2 i of the C 2 electromagnetic valve SL 2 is set to a lower value as compared to when the dog clutch D 1 is engaged; however, the instruction pressure Psl 2 i may be set to a lower value only for a part of the period during which the dog clutch D 1 is released, as compared to when the dog clutch D 1 is engaged.

In the example described above, the SL 1 pressure Psl 1 output from the C 1 electromagnetic valve SL 1 is directly supplied to the forward clutch C 1 and the SL 2 pressure Psl 2 output from the C 2 electromagnetic valve SL 2 is directly supplied to the CVT running clutch C 2 ; however, a pressure regulating valve for regulating the C 1 pressure Pc 1 of the forward clutch C 1 may be interposed between the forward clutch C 1 and the C 1 electromagnetic valve SL 1 so that the SL 1 pressure Psl 1 is supplied as a control pressure of the pressure regulating valve. A pressure regulating valve for regulating the C 2 pressure Pc 2 of the CVT running clutch C 2 may be interposed between the CVT running clutch C 2 and the C 2 electromagnetic valve SL 2 so that the SL 2 pressure Psl 2 is supplied as a control pressure for regulating the pressure regulating valve.

Specifically, as shown in FIG. 10 , a first pressure regulating valve 140 is interposed between the forward clutch C 1 and the C 1 electromagnetic valve SL 1 , and a second pressure regulating valve 142 is interposed between the CVT running clutch C 2 and the C 2 electromagnetic valve SL 2 . In the fail-safe valve 106 , the first oil chamber Pr 1 is supplied with the C 2 pressure Pc 2 of the CVT running clutch C 2 regulated by the second pressure regulating valve 142 , and the differential port Pd is supplied with the C 1 pressure Pc 1 of the forward clutch C 1 regulated by the first pressure regulating valve 140 . Even in the configuration as described above, the fail-sale valve 106 is operated by the C 1 pressure Pc 1 supplied to the forward clutch C 1 and the C 2 pressure Pc 2 supplied to the CVT running clutch C 2 . Additionally, during release of the dog clutch D 1 , the instruction pressure Psl 2 i of the C 2 electromagnetic valve SL 2 can be made lower as compared to during engagement of the dog clutch D 1 to reduce the instruction current Isl 2 . The first pressure regulating valve 140 outputs the C 1 pressure Pc 1 proportional to the SL 1 pressure Psl 1 by using the line pressure PL as the source pressure, for example. The second pressure regulating valve 142 outputs the C 2 pressure Pc 2 proportional to the SL 2 pressure Psl 2 by using the line pressure PL as the source pressure, for example.

As shown in FIG. 11 , the present invention is also applicable when the fail-safe valve 106 is operated by the SL 1 pressure Psl 1 (output pressure) of the C 1 electromagnetic valve SL 1 controlling the C 1 pressure Pc 1 supplied to the forward clutch C 1 and the SL 2 pressure Psl 2 (output pressure) of the C 2 electromagnetic valve SL 2 controlling the C 2 pressure Pc 2 supplied to the CVT running clutch C 2 . Specifically, the SL 1 pressure Psl 1 of the C 1 electromagnetic valve SL 1 is supplied to the differential port Pd, and the SL 2 pressure Psl 2 of the C 2 electromagnetic valve SL 2 is supplied to the first oil chamber Pr 1 . When the urging three Fsp of the spring SP is exceeded by the sum of the urging force F 1 of the spool valve piece SV based on the SL 1 pressure Psl 1 and the pressure receiving area S 1 in the differential port Pd and the urging force F 2 of the spool valve piece SV based on the SL 2 pressure Psl 2 and the pressure receiving area S 2 in the first oil chamber Pr 1 , the spool valve piece SV is moved toward the fail-safe spool position to interrupt the communication between the oil passage Lc 1 connected to the forward clutch C 1 and an oil passage Lsl 1 connected to the first pressure regulating valve 140 and supplied with the C 1 pressure Pc 1 . Even in the configuration as described above, during release of the dog clutch D 1 , the instruction pressure Psl 2 i of the C 2 electromagnetic valve SL 2 can be made lower as compared to during the engagement of the dog clutch D 1 to reduce the instruction current Isl 2 .

Although the first prescribed value X 1 and the second prescribed value X 2 are set as the prescribed values of the instruction pressure Psl 2 i for the CVT running clutch C 2 in the example described above, the number of the prescribed values may be at least one, and three or more prescribed values may be set.

Although the first power transmission path PT 1 is configured to include the gear mechanism 28 and the second power transmission path PT 2 is configured to include the belt-type continuously variable transmission 24 in the example described above, the present invention is not necessarily limited thereto. For example, the second power transmission path PT 2 can be configured to include a toroidal type continuously variable transmission, and other changes can appropriately be made.

Although the fail-safe valve 106 interrupts the oil passage Lc 1 connected to the forward clutch C 1 when the fail-safe valve 106 is switched to the fail-safe spool position in the example described above, the valve may be configured to interrupt the oil passage connected to the CVT running clutch C 2 .

Although the C 1 electromagnetic valve SL 1 and the C 2 electromagnetic valve SL 2 are each set such that the instruction pressure (substantially the output pressure) increases in proportion to the instruction current in the example described above, this is not necessarily limited to a proportional relationship. For example, the instruction pressure may nonlinearly increase with respect to the instruction current, and the configuration is not particularly limited to the proportional relationship as long as the output pressure increases according to an increase in the instruction current.

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

12 : Engine

14 : Drive wheels

16 : Power transmission device (Vehicle power transmission device

24 : Continuously variable transmission

28 : Gear mechanism

80 : Electronic control device (Control device)

106 : Fail-safe valve

128 : Instruction pressure setting portion

C 1 : Forward clutch (First clutch)

C 2 : CVT running clutch (Second clutch)

D 1 : Dog clutch (Sub-clutch)

SV: Spool valve piece

SL 1 : C 1 electromagnetic valve (First electromagnetic valve)

SL 2 : C 2 electromagnetic valve (Second electromagnetic valve)

Lc 1 : Oil passage (Oil passage connected to the first clutch)

Lsl 1 : Oil passage (Oil passage supplied with a hydraulic fluid)

Lsl 2 : Oil passage (Oil passage connected to the second clutch)

Isl 2 : Instruction current

Psl 2 i : Instruction pressure

Psl 2 m : Maximum pressure

Tinc 2 : Input torque

X 1 to Xn: Prescribed value