JP2006017182A - Control device of transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of a transmission, not causing overshoot of the actual change gear ratio, and having excellent stability to the disturbance. <P>SOLUTION: This control device of the transmission includes: a rotating speed detecting means for detecting the rotating speed of one rotational element; a first filter processing means (step S101) for processing the rotating speed of the rotational element detected by the rotating speed detecting means by a first filter to obtain a first filtered value; a second filter processing means (step S102) for further processing the first filtered value by a second filter to obtain a second filtered value; a rotating speed estimating means (step S104) for obtaining the estimated rotating speed of one rotational element on the basis of the first filtered value and the second filtered value; and a target change gear ratio calculating means for obtaining the target change gear ratio of at least two rotational elements on the basis of the estimated rotating speed. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a control device for a belt type continuously variable transmission and other types of transmissions, and more particularly to an apparatus for setting a target speed ratio and controlling the speed ratio based on the target speed ratio.

  The gear ratio in various transmissions is controlled so that the target value is set based on the required or target rotational speed, torque, etc., and the actual gear ratio and input rotational speed coincide with the target value. . As an example, in a continuously variable transmission for a vehicle, the required driving force is obtained from the amount of depression of an accelerator pedal, and the gear ratio is controlled to satisfy the required driving force while satisfying predetermined conditions such as fuel consumption. Yes. In this case, the gear ratio control is usually feedback control based on the deviation between the target rotational speed and the actual rotational speed, but feedforward control is executed in order to improve shift responsiveness during shift transitions. There is also a case.

  Patent Document 1 predicts the throttle opening after the response delay time of the control system based on the throttle opening and the rate of change at the time of a shift transition, and performs smoothing processing based on the predicted throttle opening. Describes a transmission ratio control device for a continuously variable transmission that calculates a transient target rotational speed of a primary sheave and feedforward-controls the rotational speed of the primary sheave based on the transient target rotational speed.

Note that the detected rotational speed may include fluctuations in the rotational speed based on disturbance factors, and so-called two-stage filter processing (smoothing processing) is performed in order to remove the disturbance component. It is described in. That is, in Patent Document 2, when obtaining the engine rotation speed, the first smoothing process is performed on the detected value, and the second smoothing process is further performed on the annealed process value. It is described that the detected engine speed is corrected by adding the difference between the values to the first smoothing processing value.
JP-A-6-109113 JP 2004-45344 A

  In the apparatus described in the above-mentioned Patent Document 1, since the transient target rotational speed is set based on the predicted throttle opening and the speed ratio is controlled, the change rate of the target speed ratio (change per unit time) Therefore, if there are fluctuations due to disturbances in the output speed, this greatly affects the rate of change of the target gear ratio and may be susceptible to noise. It was. In particular, the rotational speed of the secondary sheave connected to the wheel is likely to change due to the influence of the road surface, etc., and the output signal of the rotational speed sensor is caused by an inevitable clearance included in a transmission mechanism such as a gear or a belt. Therefore, there is a possibility that the error appears as the rotation speed due to a change in the transmission state of the torque.

  The device described in Patent Document 2 is for correcting the engine speed and cannot be immediately applied to the control of the transmission.

  The present invention has been made by paying attention to the above technical problem, and an object of the present invention is to provide a transmission control device which is not easily affected by disturbance and has a small response delay.

  In order to achieve the above object, the invention according to claim 1 is a transmission control device comprising at least two rotating elements connected by a transmission mechanism so that the relative rotational speed can be changed. Rotation speed detection means for detecting the rotation speed of the rotation element; and first filter processing means for obtaining a first filter processing value by processing the rotation speed of the rotation element detected by the rotation speed detection means with a first filter. , Second filter processing means for further processing the first filter processing value by a second filter to obtain a second filter processing value, and any one of the above based on the first filter processing value and the second filter processing value Rotation speed estimation means for obtaining an estimated rotation speed of the rotation element, and a target for obtaining a target gear ratio between the at least two rotation elements based on the estimated rotation speed It and a speed ratio calculating means is a control device according to claim.

  The invention according to claim 2 is the invention according to claim 1, wherein any one of the rotating elements is an output rotating element, and another rotating element transmits torque to the output rotating element via the transmission mechanism. A target rotational speed change rate calculating means for obtaining a change rate of a target rotational speed of the input rotational element based on the target speed ratio, and based on a target rotational speed change rate of the input rotational element. The control apparatus further includes feedforward control means for performing feedforward control of a gear ratio between the input rotation element and the output rotation element.

  Further, the invention of claim 3 is the invention of claim 1 or 2, in which the driving state detecting means for detecting at least one of the driving situation or the driving environment of the vehicle on which the transmission is mounted, and the driving state detecting means. And a coefficient setting means for setting a coefficient for processing by each of the filters based on the driving situation or driving environment detected by the control unit.

  Still further, the invention according to claim 4 is characterized in that the running state detecting means in the invention according to claim 3 is based on the driving state in which torque is transmitted from the input rotating element toward the output rotating element and the input rotating element. Drive state change determining means for determining a change from a driven state in which torque is not transmitted toward the output rotation element, and the coefficient setting means is configured to determine whether the drive state and the driven state are set by the drive state change determining means. The control apparatus includes means for relatively increasing the coefficient when a traveling situation in which a change occurs is determined.

  According to a fifth aspect of the present invention, the travel state detecting means according to the third aspect of the invention includes road surface state detecting means for detecting a state of a road surface on which the vehicle is traveling, and the coefficient setting means is The control apparatus includes means for relatively increasing the coefficient when a bad road is detected by the state detection means.

  In the invention of claim 6, the travel state detection means in the invention of claim 3 includes rough road detection means for detecting the degree of rough road on the road surface on which the vehicle is traveling, and the coefficient setting means. Is a control device including means for setting the coefficient according to the degree of the rough road detected by the rough road detecting means.

  According to the first aspect of the present invention, the detected rotational speed is filtered, the filtered value is further filtered, and the rotational speed of any one of the rotating elements is estimated based on the filtered value. Since the target gear ratio is obtained based on the estimated rotation speed, the influence of disturbance (noise) on the target gear ratio can be prevented or suppressed, and the delay of the obtained target gear ratio is prevented or suppressed. Overshooting of gear ratio control can be prevented.

  According to the invention of claim 2, the rotation speed of the output rotation element to which a load is applied is estimated by the correction based on the so-called two-stage filter processing, and the estimated rotation speed of the output rotation element is calculated. Since the target speed ratio is obtained by using, the rate of change of the rotational speed of the input rotation element is obtained based on the target speed ratio, and the speed ratio is feedforward controlled based on the rate of change of the rotational speed. The noise of the output rotation element and the target gear ratio based on it can be removed, and the response delay can be suppressed. As a result, the actual rotation speed of the input rotation element is changed to follow the target rotation speed well. be able to.

  Further, according to the invention of claim 3, since the filter processing coefficient is set according to the traveling condition and traveling environment of the vehicle on which the transmission is mounted, the noise removal performance and the response ratio of the gear ratio control can be reduced. The priority can be changed, and as a result, the accuracy and response of the gear ratio control can be better balanced.

  Furthermore, according to the invention of claim 4, when the change between the driving state and the driven state occurs, the coefficient of the filter processing is set relatively large, so that the mechanism for transmitting torque is unavoidable. It is possible to effectively remove the noise caused by the play or clearance existing in the, and more accurately determine the rotation speed and the target gear ratio of the output rotation element.

  According to the fifth aspect of the present invention, the noise component is effectively removed from the rotational speed of the output rotational element caused by traveling on a rough road, and the rotational speed and the target gear ratio of the output rotational element are obtained more accurately. Can do.

  In addition, according to the invention of claim 6, since the coefficient of the filter processing is set according to the degree of the rough road, it is possible to suppress the delay in response due to noise removal as much as possible, and to reduce noise removal performance and responsiveness. As a result, the rotational speed and the target gear ratio of the output rotation element can be obtained more accurately.

  Next, the present invention will be described based on specific examples. First, a continuously variable transmission to which the present invention can be applied and a hydraulic control system thereof will be described. FIG. 8 schematically shows a basic configuration of a vehicle drive system including a belt-type continuously variable transmission. Reference numeral 10 denotes an engine, and its crankshaft 12 drives a pump 16 of a torque converter 14. Then, the turbine 18 is driven, the torque converter output shaft 22 is driven via the one-way clutch 20, and when the direct coupling clutch 24 is engaged, the torque converter 14 is bypassed and the torque converter output directly via the one-way clutch 20. The shaft 22 is driven.

  A stator 26 of the torque converter 14 is supported by the housing 30 via a one-way clutch 28. The torque converter output shaft 22 is connected to the rotating body 32, is connected to the intermediate shaft 36 via the clutch 34, and is also connected to the ring gear 40 of the planetary gear unit 38. The sun gear 42 of the planetary gear device 38 is connected to the intermediate shaft 36. A planetary pinion 46 carried by a carrier 44 is engaged between the ring gear 40 and the sun gear 42 of the planetary gear unit 38. The carrier 44 is supported from the housing 50 so as to rotate concentrically with the intermediate shaft 36 by a brake 48, and at the same time, the carrier 48 is selectively prevented from rotating. The brake 48 is engaged when the vehicle moves backward, and prevents the carrier 44 from rotating and reverses the intermediate shaft 36.

  The fixed primary sheave 52 is fixed to the intermediate shaft 36. Therefore, the intermediate shaft 36 is an input shaft for a continuously variable transmission having the primary sheave 52 as an input rotation element. A movable primary sheave 58 that presents a conical belt engaging surface 56 opposite to the conical belt engaging surface 54 of the fixed primary sheave 52 is movable along the axial direction on the intermediate shaft 36, but by a spline. It is installed in the relationship of transmitting torque. The movable primary sheave 58 is provided with a hydraulic cylinder 60. A piston 62 is engaged with the hydraulic cylinder 60, and a hydraulic chamber 64 is formed between the piston 62 and the movable primary sheave 58. The piston 62 is fixed on the intermediate shaft 36 and rotates integrally therewith. Therefore, the piston 62 is engaged with the hydraulic cylinder 60 fixed to the movable primary sheave 58 in the hydraulic chamber. While changing the volume of 64 appropriately, it rotates integrally with the movable primary sheave 58. Pressure oil is supplied to the hydraulic chamber 64 from the port 66 through the oil passage 68, or the oil in the hydraulic chamber 64 is discharged from the port 66 through the oil passage 68. The intermediate shaft 36 is rotatably supported by a bearing means (not shown) from a housing (not shown).

  An output shaft 70 is arranged in parallel with the intermediate shaft 36 and is spaced apart from the intermediate shaft 36, and is rotatably supported by a bearing means (not shown) from a housing (not shown). A fixed secondary sheave 72 is fixed to the output shaft 70. A movable-side secondary sheave 78 is movable on the output shaft 70 along its axial direction so as to exhibit a conical belt engaging surface 76 facing the conical belt engaging surface 74 of the fixed-side secondary sheave 72. However, it is mounted in the relationship of transmitting torque by spline. The movable secondary sheave 78 is provided with a hydraulic cylinder 80, a piston 82 is engaged with the hydraulic cylinder 80, and a hydraulic chamber 84 is formed between the piston 82 and the movable secondary sheave 78. . The piston 82 is fixed on the output shaft 70 and rotates integrally therewith. Therefore, the piston 82 is engaged with the hydraulic cylinder 80 fixed to the movable-side secondary sheave 78, so that the hydraulic chamber While changing the volume of 84 as appropriate, it rotates integrally with the movable secondary sheave 78. Pressure oil is supplied to the hydraulic chamber 84 from the port 86 through the oil passage 88, or the oil in the hydraulic chamber 84 is discharged from the port 86 through the oil passage 88.

  A groove having a V-shaped cross section formed by the conical belt engaging surface 54 of the fixed primary sheave 52 and the conical belt engaging surface 56 of the movable primary sheave 58 and the conical belt engaging surface 74 of the fixed secondary sheave 72. An endless belt 90 corresponding to the transmission mechanism of the present invention is stretched around a groove having a V-shaped cross section formed by the conical belt engaging surface 76 of the movable secondary sheave 78. A gear 92 is attached to the output shaft 70, and a gear 94 is engaged with the gear 92. The gear 94 is attached to one end of a shaft 96 that is rotatably supported by bearing means (not shown), and a gear 98 is provided at the other end of the shaft 96. The gear 98 meshes with the input gear 102 of the differential device 100, thereby driving the pair of axles 104 and 106.

  The hydraulic oil is supplied to and discharged from the hydraulic chamber 64 of the movable primary sheave 58 and the hydraulic chamber 84 of the movable secondary sheave 78 by a hydraulic oil switching valve 108 and a pressure oil source 110 such as a hydraulic pump. And switching to the oil reservoir 112 for connection. The hydraulic switching valve 108 includes ports 114 and 116 connected to ports 66 and 86, a port 118 connected to the pressure oil source 110, a port 120 connected to the oil reservoir 112, a valve element 122, a valve, And solenoids 124 and 126 for switching the passage pattern of the element 122.

  When neither of the solenoids 124 and 126 are energized, the passage pattern of the valve element is in the state a, and the communication between the port 116 and the port 118 and the communication between the port 114 and the port 120 are as follows. Both are refused. When only the solenoid 124 is energized, the passage pattern of the valve element is in the state b, and the port 116 and the port 118 communicate with each other, and the port 114 and the port 120 communicate with each other. When only the solenoid 126 is energized, the passage pattern of the valve element is in the state c, and the port 116 and the port 120 are communicated, and the port 114 and the port 118 are communicated. The gear ratio is kept constant when the passage pattern of the valve element is in the state a, the gear ratio is gradually increased when it is in the state b, and the gear ratio is gradually decreased when it is in the state c.

  The energization of the solenoid 124 and the solenoid 126 is performed in a pulse manner at a constant cycle, and a determination is made as to whether or not a pulse current should be passed through the solenoid 124 or the solenoid 126 every cycle, and the energization control based on the determination incorporates a microcomputer. This is done by the electronic controller 128. The switching control of the hydraulic switching valve by the pulse current is performed by sorting whether the pulse current should be turned on every cycle, and the number of cycles that are turned on out of a certain number of cycles is the duty ratio. Therefore, it is called duty ratio control. According to such control, if the duty ratio with respect to the solenoid 126 is increased with respect to the duty ratio with respect to the solenoid 126, the speed ratio is increased more quickly according to the increase in the difference, and conversely, the duty ratio with respect to the solenoid 124 is increased. On the other hand, if the duty ratio with respect to the solenoid 126 is increased, the speed ratio is reduced more rapidly as the difference increases.

  In the state shown in the drawing, the hydraulic oil in the hydraulic chamber 64 of the movable primary sheave 58 is largely drained, and the movable primary sheave 58 is far away from the fixed primary sheave 52, and conversely the hydraulic pressure of the movable secondary sheave 78. A large amount of hydraulic oil is supplied to the chamber 84 and the movable secondary sheave 78 is brought closer to the fixed secondary sheave 72, and the gear ratio is almost the maximum value.

  The electronic control device 128 includes a vehicle speed, an accelerator pedal depression amount (accelerator opening), a brake pedal depression amount (brake hydraulic pressure), a detection signal of the primary sheave rotation speed sensor 130, a detection signal of the secondary sheave rotation speed sensor 132, and the like. Various signals I indicating information relating to the vehicle operating state are supplied, and the electronic control device 128 performs control calculation according to a control program loaded in advance based on the information, and based on the calculation result, the engine 10, clutch In addition to controlling the operations of 24, 34, and 48, the operation of the hydraulic switching valve 108 is controlled, and the control operation according to the present invention is executed.

  The control device according to the present invention is configured to control the gear ratio of the continuously variable transmission by the hydraulic pressure supplied to the hydraulic chamber 64 on the primary sheave side. FIG. 1 is a flowchart for explaining the control for obtaining the duty ratio for the solenoid 124 (or 126) at the time of the gear shift. First, the target primary sheave rotational speed NINT is calculated (step S001). This is calculated based on the accelerator opening and the vehicle speed when cooperatively controlling the engine 10 and the continuously variable transmission. More specifically, the required driving force is obtained based on the accelerator opening and the vehicle speed at that time. This is obtained from a map prepared in advance, for example. The required output of the engine 10 is calculated from the required driving force and the vehicle speed, and the engine speed at which the required output is output with the minimum fuel consumption is obtained using the map. The input rotational speed of the continuously variable transmission corresponding to the engine rotational speed thus obtained is the target primary sheave rotational speed NINT. The load of the engine 10 is calculated based on the target output and the engine speed, and the throttle opening of the engine 10 is controlled so as to achieve the target output.

On the other hand, the smoothing correction rotational speed (delay correction smoothing value) NOUTHO of the secondary sheave rotational speed NOUT is calculated (step S002). FIG. 2 shows the calculation procedure executed in step S002. The secondary sheave rotational speed NOUT is detected by the secondary sheave rotational speed sensor 132, and a value obtained by filtering the secondary sheave rotational speed sensor 132, that is, the primary smoothed value NOUTSM1 is obtained by the following equation (step S101).
NOUTSM1 (i) = NOUT (i-1) + (NOUT (i) -NOUTSM1 (i-1)) / Smoothing factor

A value obtained by further filtering the primary smoothing value NOUTSM1, that is, the primary smoothing value NOUTSM2 of the smoothing value NOUTSM1 is obtained by the following equation (step S102).
NOUTSM2 (i) = NOUTSM1 (i-1) + (NOUTSM1 (i)-NOUTSM2 (i-1)) / Smoothing factor

Further, a deviation (correction amount) NOUTSMDE between these smoothed values NOUTSM1 and NOUTSM2 is calculated by the following equation (step S103).
NOUTSMDE (i) = NOUTSM1 (i)-NOUTSM2 (i)

Then, by adding this correction amount NOUTSMDE to the primary smoothing value NOUTSM1 in step S101, the delay correction smoothing value NOUTHO of the secondary sheave rotational speed NOUT is calculated (step S104). That is,
NOUTHO (i) = NOUTSM1 (i) + NOUTSMDE (i)

  Thus, in the control device of the present invention, the detected rotational speed is filtered and the filtered value is further filtered to obtain so-called primary filtered value and secondary filtered value, and these filtered values are obtained. Is added to the primary filter processing value to obtain a correction value for the detected rotational speed. In other words, an estimated value of the rotation speed is obtained. Accordingly, noise (disturbance component) included in the detected rotational speed is removed, while the delay is corrected by adding the deviation to the primary filter processing value.

  Here, the detected secondary sheave rotational speed NOUT, its primary smoothing value NOUTSM1, so-called secondary smoothing value NOUTSM2, their deviation (correction amount) NOUTSMDE, and delay compensation smoothing value NOUTHO This relationship is schematically shown in FIG. FIG. 3 shows a situation in which the detection signal gradually decreases while changing in magnitude due to the presence of noise, and then increases, and by performing a smoothing process, the first smoothing indicated by a one-dot chain line is performed. The value NOUTSM1 is obtained. Although the noise is considerably removed from the primary smoothed value NOUTSM1, a delay occurs with respect to the detected value. Therefore, in the situation where the rotational speed is decreasing, the primary smoothed value NOUTSM1 is larger than the detected value. On the contrary, in the situation where the rotational speed is increasing, the primary smoothed value NOUTSM1 is smaller than the detected value. .

  The so-called secondary smoothed value NOUTSM2 obtained by further smoothing the primary smoothed value NOUTSM1 does not further contain noise, but the delay increases. Then, when the deviation (namely, the amount of smoothing correction) NOUTSMDE of these smoothing values NOUTSM1 and NOUTSM2 is added to the primary smoothing value NOUTSM1, the smoothing correction rotational speed NOUTHO is obtained, and the detected rotational speed NOUT is obtained. A value with little fluctuation and almost no delay can be obtained.

  Note that the above-described annealing process (filtering process) is a process for removing noise (disturbance component) included in the detection signal. However, since the factors and levels of the noise are not necessarily uniform, the above-described annealing process is performed. It is preferable to change the coefficient (the coefficient of the filter process) according to the factor or degree of noise or disturbance. An example thereof is shown below. FIG. 4 is an example in which the smoothing coefficient is changed according to the traveling state of the vehicle on which the continuously variable transmission shown in FIG. 8 is mounted. A change in state is determined (step S201). Here, the drive state is a state in which torque is transmitted from the primary sheave to the secondary sheave via the belt 90. On the other hand, the driven state is a state where torque is not transmitted from the primary sheave to the secondary sheave via the belt 90. In this state, torque is transmitted from the secondary sheave to the primary sheave via the belt 90. Is included.

  In the transmission described above, the gears 92 and 94, and the gears of 98 and 102 are engaged with each other, and the engagement of each gear has a clearance (or backlash). Since the direction in which the clearance (or backlash) is clogged is different between the driving state and the driven state, if a change in the state between the driving state and the driven state occurs, rotation corresponding to the clearance (or backlash) may occur. is there. Such a change in rotation is not related to the gear ratio, but is detected by the rotation speed sensors 130 and 132 described above and is taken in as control data. However, since such a rotational speed component becomes a disturbance, in order to remove this, a corresponding smoothing coefficient is set.

  Therefore, when the determination of the state change is established in the above step S201, that is, when the determination is turned on, the counter COUNT is cleared (step S202). That is, time counting is started. Next, it is determined whether or not the counter COUNT has exceeded a predetermined value (step S203). This is a state immediately after the state change between the driven state and the driven state has occurred and the effect of the state change remains, or the influence of the state change has been eliminated or decreased after a predetermined time has elapsed. It is equivalent to judging whether it is in a state. If a negative determination is made in step S201, the process immediately proceeds to step S203, and the determination for the counter COUNT is executed.

  Therefore, if the determination in step S203 is affirmative, it is considered that a certain amount of time has elapsed after the driven / driven state change has occurred, and the influence of the state change has been eliminated or reduced. A normal value α is set as the annealing coefficient NAMASI (step S204). On the other hand, if a negative determination is made in step S203, the influence of the driven / driving state change remains and it is considered that the noise included in the rotation speed detection signal is relatively large. The coefficient β (> α) at the time of state change is set as the better coefficient NAMASI (step S205). That is, the smoothing coefficient NAMASI is set to a large value for the purpose of giving priority to noise removal.

  After setting the smoothing coefficient NAMASI to any one of the above values in this way, a delay correction smoothing process for the secondary sheave rotational speed NOUT is executed (step S206). This is the process described with reference to FIG. Thereafter, the counter COUNT is incremented (step S207), and the routine of FIG. 4 is once ended.

  Further, as a disturbance factor of the secondary sheave rotation speed NOUT, a rough road with relatively large road surface unevenness is conceivable. Therefore, when the rough road determination is established, the smoothing coefficient NAMASI may be relatively increased. An example thereof is shown in FIG. 5. First, a normal value α is set as an initial value of the smoothing coefficient NAMASI (step S301). Next, a bad road is determined (step S302).

  The bad road can be determined by various methods. For example, when the fluctuation range of the secondary sheave rotation speed NOUT or the low-pass filter processing value exceeds a predetermined range, or the rotation speed exceeding the range is a predetermined value. In this case, it can be configured that the determination of a bad road is established when the cumulative value of the absolute value of the low-pass filtered value exceeds a predetermined value. If the determination in step S302 is affirmative, that is, if the rough road determination is ON, the rough road coefficient β (> α) is set as the smoothing coefficient NAMASI (step S303). Thereafter, a delay correction smoothing process of the secondary sheave rotation speed NOUT is executed (step S304). This is the process described with reference to FIG. If a negative determination is made in step S302, the process immediately proceeds to step S304, and a delay correction smoothing process for the secondary sheave rotation speed NOUT is executed.

  That is, in the example shown in FIG. 5, in the case of a rough road, the smoothing coefficient NAMASI is set to a larger value than in the case where the rough road determination is not established. Therefore, the delay correction smoothing process of the secondary sheave rotation speed NOUT corresponding to the traveling environment is executed, and the gear ratio control without the influence of noise becomes possible.

  In addition, noise becomes large, so that the degree of bad roads, such as the unevenness | corrugation of a road surface, is severe. Therefore, the smoothing coefficient NAMASI is not limited to simply changing the magnitude, but the smoothing coefficient NAMASI may be set according to the level of the rough road. An example thereof is shown in FIG. 6. First, the normal value α is set as the initial value of the smoothing coefficient NAMASI (step S401). Thereafter, the rough road is determined in the same manner as in the example shown in FIG. 5 described above (step S402). When the rough road determination is established in step S402, the rough road level is set (step S403). This can be performed based on the detection signal of the secondary sheave rotation speed NOUT described above, the size of the filter processing value, the frequency exceeding a predetermined range, or the like.

  Then, the smoothing coefficient NAMASI is set to a value β corresponding to the rough road level set in step S403 (step S404). Specifically, it is set to a larger value for a rough road. If it is determined negative in step S402 because it is not established in the bad road determination, the normal value α is maintained as the smoothing coefficient NAMASI. After setting the smoothing coefficient NAMASI according to the presence or absence of rough road determination or the level of the rough road, a delay correction smoothing process of the secondary sheave rotational speed NOUT is executed (step S405). This is the process described with reference to FIG.

  That is, in the example shown in FIG. 6, in the case of a rough road, the smoothing coefficient NAMASI is set to a large value according to the level. Therefore, the delay correction smoothing process of the secondary sheave rotation speed NOUT corresponding to the traveling environment is executed, and the gear ratio control without the influence of noise becomes possible.

  In step S002 shown in FIG. 1, any of the delay correction smoothing processes described above is executed for the secondary sheave rotation speed NOUT, and the smoothing correction rotation speed NOUTHO is obtained. The target gear ratio RATIOT is calculated using the smoothing correction rotational speed NOUTHO (step S003). That is, since the gear ratio is a ratio between the rotational speed of the primary sheave and the rotational speed of the secondary sheave, the target speed ratio RATIOT is the smoothed correction rotational speed NOUTHO between the above-described target primary sheave rotational speed NINT and secondary sheave rotational speed NOUT. It is calculated as a ratio.

  In the continuously variable transmission shown in FIG. 8, since the gear ratio is set according to the wrapping radius of the belt 90 with respect to each sheave, the position WDX of the movable primary sheave 58 for achieving the target gear ratio RATIOT is calculated. (Step S004). That is, since the gear ratio and the position WDX of the movable primary sheave 58 are geometrically determined based on the shape of the sheave, the relationship between the target gear ratio RATIOT and the position WDX of the movable primary sheave 58 is prepared in advance as a map. The position WDX of the movable primary sheave 58 is obtained from the map and the target gear ratio RATIOT.

  The target primary sheave speed NINT described above is not set as a speed to be finally reached, but is set as a target value every moment, so that the target gear ratio RATIOT based on it is also a value that changes every moment. Is calculated as Therefore, the position WDX of the movable primary sheave 58 is obtained as a position for each time. Therefore, in the next step S005, the moving amount DXT of the movable primary sheave 58 for a predetermined time is calculated. This can be obtained as a moving average of the position WDX of the movable primary sheave 58.

  Next, the flow rate value QIN of the pressure oil with respect to the hydraulic chamber 64 on the primary sheave side required to realize the moving amount DXT of the movable primary sheave 58 for the predetermined time to achieve the target speed ratio RATIOT change amount is calculated. (Step S006). The point is the product of the sectional area of the hydraulic chamber 64 or the piston 62 and the moving amount DXT of the movable primary sheave 58.

  Control of the supply and discharge of the pressure oil to the hydraulic chamber 64 on the primary sheave side is performed by duty-controlling the oil pressure switching valve 108 shown in FIG. 8, and the flow rate of the pressure oil in accordance with the duty ratio is the inflow port. Therefore, first, the differential pressure (primary sheave oil inflow / outflow differential pressure) SAATU is calculated (step S007). For this, data obtained by control based on a predetermined model may be used. Based on the map of the differential pressure SAATU and the flow rate value QIN, the duty ratio for the hydraulic pressure switching valve 108 in the feedforward control is calculated (step S008). Therefore, this so-called FF term duty ratio is a duty ratio for applying the hydraulic pressure for achieving the above-described target speed ratio RATIOT to the hydraulic chamber 64 on the primary sheave side.

  Since feedback control for eliminating the deviation between the target position of the movable primary sheave 58 and the actual position is also executed, so-called feedback duty ratio (FB term duty ratio) based on the deviation and feedback gain is also executed. And the shift duty ratio is calculated as the sum of the FF term duty ratio (step S009).

  As described above, the control device according to the present invention is a so-called delay that uses a deviation between the primary smoothing value NOUTSM1 and the so-called secondary smoothing value NOUTSM2 for the secondary sheave rotation speed NOUT used to obtain the target speed ratio RATIOT. Since the correction smoothing process is performed, it is possible to perform gear ratio control with no noise and no response delay. The situation will be described by taking the case of downshift as an example. In FIG. 7, when the accelerator pedal is depressed, the so-called basic target input rotational speed NINC obtained from the accelerator opening and the vehicle speed is the depression of the accelerator pedal. It increases fairly rapidly according to If shift control (downshift control) is performed based on such basic target input rotational speed NINC, inertial force increases and acceleration response is impaired, so that cooperative control between the so-called engine and continuously variable transmission is performed. Then, a target input rotation speed NINT having a first order delay obtained by performing a predetermined smoothing process on the basic target input rotation speed NINC is set. This is the control in step S001 in FIG.

  On the other hand, the secondary sheave rotation speed NOUT is subjected to the so-called delay correction smoothing process described above to eliminate noise and correct the delay, so that the target input rotation speed NINT and the secondary sheave rotation speed NOUT are smoothed. The primary sheave movement amount based on the target speed ratio RATIOT, which is a ratio with the rotational speed NOUTHO, changes as shown by a solid line in FIG. That is, the primary sheave movement amount increases without any particular delay with respect to the time point when the target input speed NINT starts to increase, and almost the same time as when the actual input speed NIN is synchronized with the target input speed NINT. At the same time, the movement amount of the primary sheave becomes almost zero, and the substantial shift is completed. The same applies to the FF term duty ratio and the shift duty ratio obtained by adding the FB term duty ratio thereto. As a result, the response delay of the shift and the overshoot of the actual input rotational speed NIN at the end of the shift are prevented or suppressed.

  On the other hand, when only the smoothing process for noise removal is executed for the secondary sheave rotation speed NOUT, a relative delay of the smoothing value occurs, and as shown by the broken line in FIG. The response delay of the amount, the FF term duty ratio, and the shift duty ratio becomes remarkable, and as a result, the increase in the actual input rotational speed NIN is relatively slow, and this appears as a shift response delay. Further, at the end of the shift, since the control amount accompanying the delay remains even after the actual input speed NIN is synchronized with the target input speed NINT, an overshoot of the actual input speed NIN occurs. It becomes a factor of discomfort.

  Here, the relationship between the above specific example and the present invention will be briefly described. The secondary sheave rotational speed sensor 132 shown in FIG. 8 corresponds to the rotational speed detecting means of the present invention, and the functional of step S101 shown in FIG. The means corresponds to the first filter processing means of the present invention, the functional means of step S102 corresponds to the second filter processing means of the present invention, and the functional means of step S104 corresponds to the rotational speed estimation means of the present invention. Equivalent to. Moreover, the functional means of step S003 shown in FIG. 1 corresponds to the target gear ratio calculating means of the present invention. On the other hand, since the amount of movement of the primary sheave in the predetermined time corresponds to the input rotation speed change rate, the functional means in step S004 and step S005 shown in FIG. 1 serve as the target rotation speed change rate calculation means of the present invention. The functional means of steps S006 to S008 corresponds to the feedforward control means of the present invention. Further, the functional means of steps S201 to S203 shown in FIG. 4, the functional means of step S302 shown in FIG. 5, and the functional means of steps S402 and S403 shown in FIG. Correspondingly, the functional means of steps S204 and S205 of FIG. 4, the functional means of steps S301 and S303 of FIG. 5, and the functional means of steps S401 and S404 of FIG. 6 are the coefficient setting means of the present invention. Equivalent to.

  Note that the present invention is not limited to the above specific example, and can be applied to a control device targeting an appropriate transmission other than a belt-type continuously variable transmission.

It is a whole flowchart for demonstrating an example of the control apparatus of this invention. It is a flowchart which shows an example of the control for calculating | requiring the delay correction | amendment smooth value of the secondary sheave rotation speed. It is a figure which shows typically the relationship between the detected rotational speed, a primary smoothing value, what is called a secondary smoothing value, and a delay correction smoothing value. It is a flowchart which shows the example of control for changing a smoothing coefficient based on the state change of a to-be-driven and a drive. It is a flowchart which shows the example of control for changing a smoothing coefficient based on the bad road being determined. It is a flowchart which shows the example of control for changing the smoothing coefficient based on the grade of a bad road. FIG. 6 is a diagram schematically showing a difference in situation between response delay and overshoot when the delay correction annealing process according to the present invention is performed and when only the annealing process is performed. It is a figure which shows typically the continuously variable transmission made into object by this invention, and its hydraulic system.

Explanation of symbols

  52 ... Fixed side primary sheave, 58 ... Movable side primary sheave, 60 ... Hydraulic cylinder, 62 ... Piston, 64 ... Hydraulic chamber, 72 ... Fixed side secondary sheave, 78 ... Movable side secondary sheave, 80 ... Hydraulic cylinder, 82 ... Piston 84 ... Hydraulic chamber, 90 ... Endless belt, 124, 126 ... Solenoid, 128 ... Electronic control device.

Claims (6)

In a transmission control device comprising at least two rotating elements connected by a transmission mechanism so that the relative rotational speed can be changed,
Rotation speed detection means for detecting the rotation speed of any one of the rotating elements;
First filter processing means for obtaining a first filter processing value by processing the rotational speed of the rotary element detected by the rotational speed detection means by a first filter;
Second filter processing means for further processing the first filter processing value by a second filter to obtain a second filter processing value;
A rotational speed estimating means for obtaining an estimated rotational speed of any one of the rotational elements based on the first filter processing value and the second filter processing value;
A transmission control apparatus comprising: a target transmission ratio calculation unit that obtains a target transmission ratio between the at least two rotational elements based on the estimated rotational speed. Any one of the rotating elements is an output rotating element, and the other rotating element is an input rotating element that transmits torque to the output rotating element via the transmission mechanism,
Target rotational speed change rate calculating means for obtaining a change rate of the target rotational speed of the input rotational element based on the target gear ratio;
The feedforward control means for feedforward controlling a gear ratio between the input rotation element and the output rotation element based on a target rotation speed change rate of the input rotation element. Transmission control device. A traveling state detecting means for detecting at least one of a traveling state or a traveling environment of a vehicle on which the transmission is mounted;
3. The apparatus according to claim 1, further comprising coefficient setting means for setting a coefficient for processing by each of the filters based on the traveling state or traveling environment detected by the traveling state detecting means. The transmission control device described. The traveling state detection means includes a driving state in which torque is transmitted from the input rotation element toward the output rotation element, and a driven state in which torque is not transmitted from the input rotation element toward the output rotation element. Drive state change determination means for determining the change of
The coefficient setting means includes means for relatively increasing the coefficient when a driving situation in which a change between the driving state and the driven state is determined by the driving state change determining unit is determined. The transmission control device according to claim 3. The traveling state detecting means includes road surface state detecting means for detecting a state of a road surface on which the vehicle is traveling,
4. The transmission control apparatus according to claim 3, wherein the coefficient setting means includes means for relatively increasing the coefficient when a bad road is detected by the road surface condition detection means. The running state detecting means includes a bad road detecting means for detecting a degree of a bad road on a road surface on which the vehicle is running,
4. The transmission control apparatus according to claim 3, wherein the coefficient setting means includes means for setting the coefficient in accordance with the degree of the rough road detected by the rough road detection means.

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