JP2006307998A - Shift control device for belt type continuously variable transmission - Google Patents

Shift control device for belt type continuously variable transmission Download PDF

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JP2006307998A
JP2006307998A JP2005132082A JP2005132082A JP2006307998A JP 2006307998 A JP2006307998 A JP 2006307998A JP 2005132082 A JP2005132082 A JP 2005132082A JP 2005132082 A JP2005132082 A JP 2005132082A JP 2006307998 A JP2006307998 A JP 2006307998A
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control
rotational speed
amount
pulley
control amount
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JP4539423B2 (en
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Yoshio Ito
良雄 伊藤
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Toyota Motor Corp
トヨタ自動車株式会社
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Abstract

PROBLEM TO BE SOLVED: To provide a shift control device for a belt type continuously variable transmission capable of suppressing a decrease in followability and convergence of an actual input rotational speed with respect to a target input rotational speed.
An input side pulley and an output side pulley have a hydraulic chamber for controlling a belt winding radius, and an actuator for controlling a gear ratio by controlling a hydraulic pressure of the hydraulic chamber is provided. Belt-type control that can execute feed-forward control that sets the control amount for the actuator in the hydraulic chamber and feedback control that sets the control amount for the actuator based on the deviation between the target input speed and the actual input speed If the integral term of the control amount in the feedback control is accumulated in a direction different from the control amount in the feedforward control in the shift control device of the step transmission, the final control amount is set by reducing the integral term. Control amount setting means (steps S4 to S21) is provided.
[Selection] Figure 1

Description

  The present invention relates to a transmission control device that controls a transmission ratio of a belt-type continuously variable transmission, and more particularly, to a transmission control device configured to execute the transmission control by feedback control and feedforward control.

  Since a continuously variable transmission for a vehicle can continuously change the gear ratio, the target input is based on the vehicle state such as the vehicle speed, the engine speed, and the required amount of driving represented by the amount of depression of the accelerator pedal. A target value such as a rotational speed or a target speed ratio is obtained, and the speed ratio is controlled so that an actual input speed or an actual value such as an actual speed ratio matches the target value. Such speed ratio control is normally executed by feedback control based on the deviation between the target value and the actual value. Since the feedback control is a control for obtaining a control amount by multiplying the deviation by a predetermined gain, it is executed when the deviation occurs and is premised on the occurrence of the deviation, so there is an inevitable control delay. Increasing the gain to correct this causes inconveniences such as hunting or poor convergence. Therefore, conventionally, feed-forward control is used together. Since the feedforward control is a control for calculating the control amount based on the target value, the control can be executed without waiting for the detection of the deviation, and is superior to the feedback control in terms of responsiveness. Therefore, the invention described in Patent Document 1 is configured to perform shift control by selectively switching between feedback control and feedforward control.

  The transmission described in Patent Document 1 includes a primary pulley and a secondary pulley, and a belt wound around the primary pulley and the secondary pulley. Also, a primary oil chamber that controls the effective diameter of the primary pulley and a secondary oil chamber that controls the effective diameter of the secondary pulley are provided, and hydraulic oil is supplied to and discharged from the primary oil chamber and the secondary oil chamber. A hydraulic mechanism is provided. This hydraulic mechanism includes a transmission ratio control valve and a transmission ratio fixed valve that control supply and discharge of hydraulic oil in the primary oil chamber, and a line pressure control valve that controls supply and discharge of hydraulic oil in the secondary oil chamber. . Further, a duty solenoid for controlling the transmission ratio control valve is provided. The hydraulic mechanism configured as described above is configured to be controlled by a signal from the control unit. Then, the absolute value of the deviation between the actual primary rotational speed and the steady target rotational speed is obtained, and whether or not the absolute value is greater than or equal to a predetermined value is compared and determined.

And when it determines with the absolute value being less than predetermined value, feedback control of primary rotation speed is performed. On the other hand, when it is determined that the absolute value is equal to or greater than the predetermined value, basically feedforward control is performed. In these feedforward control and feedback control, the duty ratio of the duty solenoid is controlled. A gear ratio control system for a belt-type continuously variable transmission is also described in Patent Document 2. This patent document 2 discloses a gear ratio command value calculating means for calculating a gear ratio command value so that the actual gear ratio follows a reaching gear ratio determined according to the driving state with a predetermined operability, a target gear ratio and an actual gear ratio. Based on a value obtained by integrating the deviation from the gear ratio, a gear ratio command value correction amount calculating means for calculating an integral correction of the gear ratio command value, and an actuator for the speed control mechanism of the continuously variable transmission based on the gear ratio command value Actuator driving means for driving is described.
JP-A-6-109113 JP 2002-81538 A

  By the way, in the shift control of the belt type continuously variable transmission, the control amount for the actuator that controls the supply and discharge of oil in the hydraulic chamber is determined based on the deviation between the target input rotation speed and the actual input rotation speed. In addition to feedback control that controls the input rotation speed, combined with feedforward control that sets the control amount of the actuator based on the correspondence between the inflow / outflow amount of oil into one hydraulic chamber and the target gear ratio It is possible to do. However, when the feedforward control is switched from prohibition to permission with the feedback control being executed, or both the feedforward control and the feedback control are executed, and the gear ratio of the belt type continuously variable transmission is increased. When the direction of the control amount corresponding to the change direction of the gear ratio in the feedback control is set to a direction different from the direction of the control amount corresponding to the change direction of the gear ratio in the feed forward control when the change is made, The final control amount for the actuator, which is set by adding the control amount for control and the control amount for feedback control, may be reduced, and the followability and convergence of the actual input speed with respect to the target input speed may be reduced. It was.

  The present invention has been made paying attention to the above technical problem, and when the feedforward control is switched from prohibition to permission in a state where the feedback control is being executed, or when the feedforward control and the feedback control are performed. The belt type continuously variable that can be executed together and can suppress the decrease in the followability and convergence of the actual input speed with respect to the target input speed when changing the speed ratio of the belt type continuously variable transmission. It is an object of the present invention to provide a transmission control device for a transmission.

  In order to achieve the above object, according to the first aspect of the present invention, a belt-type continuously variable transmission is disposed on the output side of a power source, and the belt-type continuously variable transmission is wound around an annular belt. In order to control the groove width in the input side pulley and the output side pulley, the input side pulley and the output side pulley have hydraulic chambers provided respectively corresponding to the input side pulley and the output side pulley. , An actuator for controlling the transmission ratio of the input side pulley and the output side pulley by controlling the hydraulic pressure of one of the hydraulic chambers is provided, and the inflow and outflow of oil into the one hydraulic chamber Based on the correspondence between the amount and the target speed ratio, the feedforward control for setting the control amount for the actuator, and the actuator based on the deviation between the target input speed and the actual input speed. It is intended to assume the shift control apparatus for feedback control and capable of executing belt-type continuously variable transmission for setting a control amount for the over data.

  According to the first aspect of the present invention, in the configuration based on the above premise, the feedforward control is switched from prohibition to permission in a state where the feedback control is being executed, and the control amount in the feedback control and the feedforward are When the final control amount of the actuator is set by adding the control amount in the control, or both the feedforward control and the feedback control are executed, the control amount in the feedback control and the feedforward control In addition to setting the final control amount for the actuator by adding the control amount at the time, and changing the speed ratio of the belt-type continuously variable transmission, the direction different from the change direction of the speed ratio in the feedforward control And the integral term of the feedback control If the accumulated is to reduce this integral term, it is characterized in that it comprises a final control amount setting means for setting the final control amount.

  According to a second aspect of the present invention, in addition to the configuration of the first aspect, a first target input rotational speed of the belt-type continuously variable transmission is obtained based on a vehicle speed and an acceleration request and an operation efficiency of the power source. Calculating means, second calculating means for obtaining a second target input rotational speed used in the feedforward control by smoothing the first target input rotational speed, and the second target input rotational speed And a third calculating means for obtaining a third target input rotational speed used in the feedback control by taking into account a delay in controlling the actual input rotational speed with respect to the number. .

  According to the first aspect of the present invention, feedback control and feedforward control can be executed when the speed ratio between the input rotation speed and the output rotation speed is controlled. Specifically, in the feedforward control, the control amount of the actuator is set based on the correspondence relationship between the inflow / outflow amount of oil into one hydraulic chamber and the target gear ratio. On the other hand, in the feedback control, the control amount of the actuator is set based on the deviation between the target input speed and the actual input speed. Then, when the feedback control is being executed, the feedforward control is switched from prohibition to permission, and when the final control amount is set by adding the control amount in the feedback control and the control amount in the feedforward control, Alternatively, both the feedforward control and the feedback control are executed, and the final control amount is set by adding the control amount in the feedback control and the control amount in the feedforward control, and the shifting of the belt type continuously variable transmission is performed. When changing the ratio, if the integral term of the feedback control is accumulated in a direction different from the changing direction of the gear ratio in the feedforward control, the final control term is set by reducing the integral term. Accordingly, a decrease in the absolute value of the final control term is suppressed, and deterioration in followability and convergence of the actual input rotation speed with respect to the target input rotation speed can be suppressed.

  According to the invention of claim 2, in addition to obtaining the same effect as that of the invention of claim 1, the first target input rotational speed is obtained based on the vehicle speed and the acceleration request and the driving efficiency of the power source, By smoothing the first target input rotational speed, the second target input rotational speed used in the feedforward control is obtained, and a delay in control of the actual input rotational speed with respect to the second target input rotational speed is added. Thus, the third target input rotation speed used in the feedback control can be obtained.

  Next, the present invention will be described based on specific examples. First, a configuration example of a vehicle to which the present invention can be applied will be described with reference to FIG. FIG. 2 shows a vehicle Ve on which the belt type continuously variable transmission 1 is mounted, and also shows a control system of the vehicle Ve. In the belt type continuously variable transmission 1, a driving pulley (primary pulley) 2 and a driven pulley (secondary pulley) 3 are arranged at predetermined intervals with their central axes parallel to each other. The drive pulley 2 can change the width of a so-called V groove around which the endless belt 4 is wound. The drive pulley 2 rotates integrally with the primary shaft 30 and is fixed in the axial direction. It has a fixed pulley piece 5 and a movable pulley piece 6 configured to rotate integrally with the primary shaft 30 and to be operable in the axial direction. A hydraulic actuator 7 for operating the movable pulley piece 6 in the axial direction is provided on the back side of the movable pulley piece 6. The hydraulic actuator 7 has a hydraulic chamber 31 that applies axial thrust to the movable pulley piece 6. The opposing surfaces of the fixed pulley piece 5 and the movable pulley piece 6 are tapered surfaces having a constant taper angle, and the V groove is formed by these tapered surfaces.

  The driven pulley 3 rotates integrally with the secondary shaft 32 and is fixed in the axial direction, and the movable pulley piece 9 rotates integrally with the secondary shaft 32 and is operable in the axial direction. have. The opposing surfaces of the fixed pulley piece 8 and the movable pulley piece 9 are tapered surfaces having a constant taper angle, and a V groove is formed by these tapered surfaces. Further, a hydraulic actuator 10 for operating the movable pulley piece 9 in the axial direction is provided on the back side of the movable pulley piece 9. The hydraulic actuator 10 has a hydraulic chamber 33 that applies axial thrust to the movable pulley piece 9.

  A driving pulley 2 of the belt type continuously variable transmission 1 is connected to a power source 11 via a starting clutch, a torque converter, and the like (not shown). The power source 11 is a power device having a function of outputting torque transmitted to the drive wheels (wheels) 36. As the power source 11, an engine, a motor / generator, or the like can be used. Further, examples of the engine include an internal combustion engine and an external combustion engine. In this embodiment, a case where an internal combustion engine, specifically, a gasoline engine, a diesel engine, an LPG engine, or the like is used will be described. Hereinafter, it replaces with the motive power source 11 and is described as the engine 11. The secondary shaft 32 is coupled to the drive wheel 36 via a differential (not shown) or a propeller shaft (not shown).

  The belt 4 is formed by annularly arranging a large number of metal pieces sandwiched between the V-grooves of the pulleys 2 and 3, and binding these metal pieces with an annular metal band called a hoop. Yes. Therefore, since the total length of the belt 4 is limited by the hoop, when the belt 4 is sandwiched between the pulleys 2 and 3, the force in the direction of pushing the belt 4 outward in the radial direction by the inclined surface (tapered surface) of the V groove. As a result, a tension is applied to the belt 4 and a contact pressure between the belt 4 and each pulley 2 and 3 is generated, and the belt 4 and each pulley 2 are caused by a frictional force determined by the contact pressure and the friction coefficient. , 3 transmit torque. Thus, the pressure which pinches | interposes the belt 4 is a clamping pressure, Comprising: A clamping pressure is controlled according to the oil_pressure | hydraulic of the hydraulic chamber 33 of the hydraulic actuator 10 by the side of the driven pulley 3, for example.

  On the other hand, when the pressure sandwiching the belt 4 in one of the pulleys increases or decreases relatively, the belt 4 is pushed outward in the radial direction by the one pulley against the tension of the belt 4. Or, conversely, the belt 4 enters the inside in the radial direction, and at the same time the belt 4 enters the inside in the radial direction or is pushed outward in the radial direction. Such a change in the wrapping radius is the execution of the speed change. For example, the speed ratio is controlled by controlling the flow rate of the pressure oil supplied to the hydraulic chamber 31 of the hydraulic actuator 7 on the drive pulley 2 side. Shifting in the belt-type continuously variable transmission 1 is configured to be executed by changing the groove width of the drive pulley 2 and changing the wrapping radius of the belt 4 around the pulleys 2 and 3. The hydraulic control circuit 34 for that purpose will be described. The upshift control valve 12 and the downshift control valve 13 are connected in parallel to the hydraulic chamber 31 of the hydraulic actuator 7 on the drive pulley 2 side via an oil passage 35. Yes.

  The upshift control valve 12 is a valve that controls the supply of pressure oil to the hydraulic chamber 31 of the hydraulic actuator 7 on the drive pulley 2 side, and is configured to operate according to the signal pressure output from the solenoid valve 14. Yes. More specifically, the upshift control valve 12 is connected to the input port 15 to which the line pressure PL, which is the entire original pressure of the apparatus, or the correction pressure of the line pressure PL is supplied, and the oil passage 35, In addition, an output port 16 that is selectively communicated with the input port 15 and a signal pressure port 17 that operates a valve body (not shown) by applying a signal pressure corresponding to the duty ratio from the solenoid valve 14 are provided. . Reference numeral 18 denotes a spring, which is arranged so as to apply an elastic force to the valve body in a direction opposite to the signal pressure. Accordingly, the pressure oil is supplied to the hydraulic chamber 31 of the hydraulic actuator 7 in accordance with the duty ratio in the solenoid valve 14.

  The downshift control valve 13 is a valve for executing control for discharging the pressure oil from the hydraulic chamber 31 of the hydraulic actuator 7, and is configured to operate according to the signal pressure output from the solenoid valve 19. Yes. More specifically, the downshift control valve 13 includes an input port 20 connected to the oil passage 35, a drain port 21 selectively communicated with the input port 20, and a signal pressure corresponding to the duty ratio as a solenoid. A signal pressure port 22 for operating a valve body (not shown) is provided by being added from the valve 19. Reference numeral 23 denotes a spring, which is arranged so as to apply an elastic force to the valve body in a direction against the signal pressure. Accordingly, the pressure oil is discharged from the hydraulic chamber 31 of the hydraulic actuator 7 in accordance with the duty ratio in the solenoid valve 19. The hydraulic control circuit 34 includes an oil passage (not shown) for controlling the hydraulic pressure of the hydraulic chamber 33, a solenoid valve (not shown), and the like.

  An electronic control unit (ECU) 24 having a function of controlling the shift is provided. The electronic control unit 24 is configured mainly with a microcomputer. The electronic control unit 24 includes an accelerator opening, a vehicle speed, an input rotational speed and an output rotational speed of the belt-type continuously variable transmission 1, an engine. A signal such as the number of revolutions is input. Then, the electronic control unit 24 performs a calculation based on input data such as the accelerator opening, the vehicle speed, the engine speed, and the data stored in advance to determine the shift, and based on the shift determination. Thus, a duty ratio for controlling the energization state of the solenoid valves 14 and 19 is calculated, and a control signal corresponding to the duty ratio is output. The electronic control unit 24 controls a solenoid valve for controlling the hydraulic pressure in the hydraulic chamber 33, and the driven pulley 3 holds the belt 4 to set the transmission torque capacity in the belt type continuously variable transmission 1. It is comprised so that the clamping pressure to control may be controlled.

  Therefore, in the belt-type continuously variable transmission 1 described above, a target speed ratio or a target input rotational speed (target rotational speed of the engine 11 or the driving pulley 2) is set based on the traveling state of the vehicle such as the accelerator opening and the vehicle speed. The electronic control unit 24 is configured to output a control signal to one of the solenoid valves 14 and 19 so that the actual gear ratio and the actual input rotational speed coincide with the target values. Then, when either solenoid valve 14 or 19 outputs a signal pressure corresponding to the input duty ratio, the pressure oil is supplied from the upshift control valve 12 to the hydraulic actuator 7 on the drive pulley 2 side, and the pressure is increased. The shift is executed, or the hydraulic oil is discharged from the hydraulic actuator 7 via the downshift control valve 13, and the downshift is executed. Further, when the amount of pressure oil in the hydraulic chamber 31 is controlled to be substantially constant, the gear ratio is substantially constant.

  In the shift control described above, feedback control and feedforward control can be executed in combination. Feedback control calculates the deviation between the target value such as the target input speed and target gear ratio and the actual value such as the actual input speed and gear ratio, and the actual input so as to reduce (decrease) the deviation. It is to control actual values such as the rotational speed and the gear ratio. On the other hand, in the feedforward control, the correspondence between the oil supply amount / discharge amount in the hydraulic chamber 31 and the input rotation speed and the gear ratio is converted into data based on the model base, and the model base is made. Based on the relationship between the oil amount and the gear ratio or the input rotation speed, the supply / discharge amount of oil in the hydraulic chamber 31 so that the actual input rotation speed and the actual transmission ratio become the target input rotation speed and the target transmission ratio. Is to control. The control amount used for the feedforward control and the feedback control is a control command signal for achieving the target shift control, and specifically corresponds to the duty ratio (%) output to the solenoid valves 14 and 19. Signal.

  FIG. 3 is a flowchart for explaining the basic contents of the shift control. First, a basic target input rotational speed NINC and a target input rotational speed NINTSTA for feedforward (FF) control are calculated (steps). S100). This basic target input rotational speed NINC can be calculated based on the accelerator opening and the vehicle speed when cooperatively controlling the engine 11 and the belt-type continuously variable transmission 1. 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 11 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 belt type continuously variable transmission 1 corresponding to the engine rotational speed thus obtained is the basic target input rotational speed NINC.

On the other hand, the target input rotation speed NINTSTA can be calculated by the following equation, for example.
NINTSTA (i) = NINTSTA (i−1) + K3 × {NINC (i) −NINTSTA (i−1)} + K4 (1)
In each expression described in this embodiment, “(i)” means the (i) -th cycle in the execution cycle of the control routine, that is, “this time”, and “(i−1)” means “previous”. means. In Equation (1), “K3” is an annealing constant, and “K4” is a feedback coefficient. The load of the engine 11 is calculated based on the target output and the engine speed, and the throttle opening of the engine 11 is controlled so as to achieve the target output.

Subsequent to step S100, a target input rotational speed NINT for feedback (FB) control is calculated (step S101). Here, as the target input rotational speed NINT, either the above-mentioned target input rotational speed NINTSTA or the target input rotational speed NINTTNFF considering a response delay with respect to the target input rotational speed NINTSTA is selected. Here, the target input rotation speed NINTNFF is calculated by the following equation, for example.
NINTNFF (i) = NINTNFF (i−1) + {NINTSTA (i−K1) −
NINTNFF (i-1)} × K2 (2)

  In the above equation (2), “K1” is a coefficient or correction value corresponding to the dead time, and “K2” is a time constant or correction value for determining the amount of annealing. Further, the determination when selecting either the target input rotational speed NINTSTA or the target input rotational speed NINTNFF is made based on whether or not feedforward control is prohibited. Specifically, when feedforward control is prohibited, target input speed NINTSTA is selected, and when feedforward control is allowed, target input speed NINTTNFF is selected. In addition, as conditions for which feedforward control is prohibited, the case where a vehicle drive | works a low friction coefficient road and the drive wheel 36 slips is mentioned.

  Subsequent to the above step S101, the smoothing correction rotational speed (delay correction smoothing value) NOUTHO of the actual output rotational speed NOUT is calculated (step S102). The actual output rotation speed NOUT is detected by an appropriate sensor, and the smoothing correction rotation speed NOUTHO is obtained by filtering this. This annealing process (filtering process) is a process for removing noise (disturbance component) included in the detection signal, but the factor and degree of the noise are not necessarily uniform. The processing coefficient is preferably changed according to the factor or degree of noise or disturbance. Next, the target gear ratio RATIOT is calculated using the smoothing correction rotational speed NOUTHO (step S103). That is, since the transmission gear ratio is the ratio of the rotational speed of the drive pulley 2 and the rotational speed of the driven pulley 3, the target transmission gear ratio RATIOT is the corrected rotational speed of the target input rotational speed NINT and the actual output rotational speed NOUT described above. Calculated as a ratio to NOUTHO.

  In the belt-type continuously variable transmission 1 shown in FIG. 2, since the gear ratio is set according to the wrapping radius of the belt 4 around the pulleys 2 and 3, the movable pulley piece 6 for achieving the target gear ratio RATIOT is set. A position WDX is calculated (step S104). Here, the position WDX means a position in the axial direction. That is, since the gear ratio and the position WDX of the movable pulley piece 6 are geometrically determined based on the shape of the pulley, the relationship between the target gear ratio RATIOT and the position WDX of the movable pulley piece 6 is prepared in advance as a map. The position WDX of the movable pulley piece 6 is obtained from the map and the target gear ratio RATIOT.

  The target input rotational speed NINT described above is not set as a rotational speed that should finally be reached, but is set as a target value every moment, so that the target gear ratio RATIOT based on the target input rotational speed NINT is also set as a value that changes every moment. Calculated. Therefore, the position WDX of the movable pulley piece 6 is obtained as a position for each time. Therefore, in the next step S105, the moving amount DXT of the movable pulley piece 6 for a predetermined time is calculated. This can be obtained as a moving average of the position WDX of the movable pulley piece 6. Next, the flow rate value QIN of the pressure oil with respect to the hydraulic actuator 7 of the drive pulley 2 required to realize the movement amount DXT of the movable pulley piece 6 for the predetermined time to achieve the change amount of the target speed ratio RATIOT is calculated. (Step S106). The point is the product of the pressure receiving area of a piston (not shown) in the hydraulic actuator 7 and the moving amount DXT of the movable pulley piece 6.

  Control of the supply and discharge of the pressure oil to and from the hydraulic chamber 31 of the hydraulic actuator 7 on the drive pulley 2 side is performed by duty control of the solenoid valves 14 and 19 shown in FIG. 2, and the pressure oil according to the duty ratio is controlled. Since the flow rate is related to the differential pressure between the inflow port and the outflow port, first, the differential pressure (inflow / outflow differential pressure of oil in the drive pulley 2) SAATU is calculated (step S107). For this, data obtained by control based on a predetermined model may be used. Based on the map indicating the relationship between the differential pressure SAATU and the flow rate value QIN, a control amount (FF control amount) DQSCFFT in feedforward control is calculated (step S108).

  Since feedback control for eliminating the deviation between the target position of the drive pulley 2 in the axial direction and the actual position is also executed, a so-called feedback control amount (FB control amount) based on the deviation and the feedback gain is also executed. ) DQSCFB is calculated (step S109). Then, the calculated control amount DQSCFFT and the control amount DQSCFB are added to calculate a final control amount, that is, a signal corresponding to the duty ratio of the solenoid valves 14 and 19 (step S110).

  In this embodiment, each control amount can be selected to be a positive value, a negative value, or zero that is a boundary between a positive value and a negative value. These positive, negative, and zero will be described later. When the pressure oil is discharged from the hydraulic chamber 31 to increase the groove width of the drive pulley 2 and the downshift is executed, the control amount of the feedforward control or the feedback control is a positive value in step S108 or step S109. Set to In contrast, when the pressure oil is supplied to the hydraulic chamber 31 to narrow the groove width of the drive pulley 2 and the upshift is executed, the control amount of the feedforward control or the feedback control is negative in step S108 or step S109. Is set to the value of

  In step S110, when a positive value is set as the final control amount and a control signal corresponding to the positive value is output to the solenoid valves 14 and 19, the pressure oil is discharged from the hydraulic chamber 31. Thus, the groove width of the drive pulley 2 is increased and the downshift is executed. On the other hand, if a negative value is set as the final control amount in step S110 and a control signal corresponding to the negative value is output to the solenoid valves 14 and 19, the pressure is supplied to the hydraulic chamber 31. The oil is supplied to narrow the groove width of the drive pulley 2, and the upshift is executed. When the final control amount is set to 0%, the pressure oil in the hydraulic chamber 31 is controlled to a substantially constant amount, and the gear ratio is controlled to be substantially constant. In this way, feedback control and feedforward control can be combined and executed in parallel.

  Next, a calculation example of step S109 described above will be described based on the flowchart of FIG. First, a target input rotational speed NINTSTA for feedforward control is calculated (step S1). The calculation method of the target input rotation speed NINTSTA in step S1 is the same as the calculation method described in step S100. Following this step S1, the target input rotational speed NINTNFF is calculated (step S2). The calculation method of the target input rotation speed NINTNFF is the same as the calculation method described in step S101. Subsequent to step S2, a control amount DQSCFFT for feedforward control is calculated (step S3). The process in step S3 is the same as the process in step S108.

The processing performed after step S3 is the specific content of step S109. That is, following step S3,
NINC-NIN> N1
Is determined (step S4). Here, NIN is the actual input rotational speed, and N1 is a positive value. That is, when the actual input speed NIN is lower than the basic target input speed NINC by a predetermined value or more, an affirmative determination is made in step S4, and then the control amount DQSCFFT for feedforward control exceeds zero. Is determined (positive), that is, whether there is a downshift request (step S5). If the determination in step S5 is affirmative, the flag XDW for executing the downshift is turned on (step S6), and the process proceeds to step S7. On the other hand, if the actual input rotational speed NIN is higher than the basic target input rotational speed NINC at the time of determination in step S4, a negative determination is made in step S4 and the process proceeds to step S7. Also, if a negative determination is made in step S5, the process proceeds directly to step S7.

In this step S7,
NINC-NIN <N2
It is determined whether or not. Here, N2 is a negative value. If the actual input rotational speed NIN is higher than the predetermined rotational speed by more than the basic target input rotational speed NINC, an affirmative determination is made in step S7. Next, it is determined whether or not the control amount DQSCFFT for feedforward control is less than zero (negative), that is, whether or not there is an upshift request (step S8). If the determination in step S8 is affirmative, the flag XDW for executing the downshift is turned off (step S9), and the process proceeds to step S10. On the other hand, if the actual input rotational speed NIN is lower than the basic target input rotational speed NINC at the time of determination in step S7, a negative determination is made in step S7 and the process proceeds to step S10. Also, if a negative determination is made in step S8, the process directly proceeds to step S10.

  In step S10, it is determined whether or not a flag XNFFEX that permits execution of the feedforward control is turned on. Whether or not the execution of the feedforward control is permitted is determined, for example, based on the condition described in step S101. If a negative determination is made in step S10, the control routine of FIG. 1 is terminated. On the other hand, when a positive determination is made in step S10, it is determined whether or not the flag XNFFEXM is turned off (step S11). The flag XNFFEXM means the state of “flag XNFFEX” at the time of the previous routine execution. That is, this step S11 is a step for determining whether or not the feedforward control is switched from prohibition to permission by the current routine execution. If the determination in step S11 is affirmative, it is determined whether or not the control amount DQSCFFT for feedforward control exceeds zero (positive) (step S12). If there is a downshift request and an affirmative determination is made in step S12, it is determined whether or not the integral term in the feedback control is less than zero (negative) (step S13). If the determination in step S13 is affirmative, the absolute value of the integral term in the feedback control is reduced before adding the control amount of the feedforward control and the control amount of the feedback control to calculate the final control amount. For example, a process of zeroing is executed (step S14), and this control routine is terminated.

  On the other hand, if a negative determination is made in step S11 or a negative determination is made in step S12, it is determined whether or not the flag XDWM is off (step S15). The flag XDWM means the state of “flag XDW” at the previous routine execution. That is, this step S15 is a step of determining whether or not “no downshift request” was made during the previous routine execution. If the determination in step S15 is affirmative, it is determined whether or not the flag XDW for executing the downshift is currently turned on (step S16). That is, when either step S6 (downshift request flag is on) or step S9 (upshift request flag is on) described above is reached and step S15 is determined affirmatively, step S6 or step The subsequent processing differs depending on which of S9 is passed. If a positive determination is made in step S16, the process proceeds to step S13.

  On the other hand, if a negative determination is made in step S16, a negative determination is made in step S15, or a negative determination is made in step S13, the process proceeds to step S17, and the flag XNFFEXM is turned off. It is determined whether or not. The determination content of step S17 is the same as the determination content of step S11. If the determination in step S17 is affirmative, it is determined whether or not the control amount DQSCFFT for feedforward control is less than zero (negative) (step S18). If there is an upshift request and an affirmative determination is made in step S18, it is determined whether or not the integral term in the feedback control exceeds zero (positive) (step S19). If the determination is affirmative in step S19, the process proceeds to step S14. If the determination is negative in step S19, the control routine is terminated.

  On the other hand, if a negative determination is made in step S17 or a negative determination is made in step S18, it is determined whether or not the flag XDWM is on (step S20). The flag XDWM means the state of “flag XDW” at the previous routine execution. In other words, this step S20 is a step of determining whether or not “downshift requested” was made when the previous routine was executed. If the determination in step S20 is affirmative, it is determined whether or not the flag XDW for executing the downshift is currently turned off (step S21). That is, when either step S6 (downshift flag on) or step S9 (upshift flag on) described above is reached and step S20 is reached and affirmative determination is made in step S20, step S6 or step The determination in step S21 is executed in order to make the subsequent processing different depending on which of S9 is passed. If the determination in step S21 is affirmative, the process proceeds to step S19. If the determination in step S21 or step S20 is negative, the control routine ends.

  Next, an example of a time chart corresponding to the control example of FIG. 1 will be described with reference to FIG. The time chart of FIG. 4 shows various input rotation speeds, a flag XNFFEX for permitting feedforward control, a flag XDW for executing downshift, a control amount for feedforward control (FF output), and a control amount for feedback control (FB). Output), and a time-dependent change such as an integral term in feedback control. Here, the control amount for feedforward control and the control amount for feedback control are signals that are output to control the duty ratios of the solenoid valves 14 and 19.

  FIG. 4 shows a case where a flag XNFFEX that permits execution of feedforward control is always on. Prior to time t1, the basic target input rotational speed NINC indicated by the solid line has changed substantially constant. Here, since the basic target input rotational speed NINC and the target input rotational speed NINTSTA indicated by the broken line coincide with each other, the control amount DQSCFFT (output) for feedforward control is set to 0%. Further, the target input rotational speed NINTTNFF indicated by a one-dot chain line also coincides with the target input rotational speed NINTSTA. Further, before time t1, there is no downshift request, and the flag XDW for executing the downshift is turned off. Before this time t1, since the actual input rotational speed NIN indicated by the two-dot chain line is higher than the target input rotational speed NINTNFF, the control amount for feedback control (FB output) set according to the deviation Both the integral term and the integral term have negative values, and the absolute values thereof increase with the passage of time. That is, when limited to feedback control, a control amount corresponding to upshift is set.

  Next, when a shift request, specifically a downshift request, occurs at time t1, the flag XDW is switched from OFF to ON, and the basic target input rotational speed NINC increases stepwise. On the other hand, after time t1, the target input rotational speed NINTSTA increases at a gentler gradient than the increasing gradient of the basic target input rotational speed NINC. Here, the gradient means an acute angle formed by a line segment (not shown) on the horizontal axis in the time chart of FIG. 4 and a line segment indicating each rotation speed. At time t4, the basic NINC and the target input rotational speed NINTSTA match. From time t1 to time t4, the target input speed NINTSTA changes at a lower speed than the basic target input speed NINC. Therefore, at time t1, the control amount DQSCFFT for feedforward control increases stepwise from zero to the positive side assuming a downshift, and then corresponds to the gradient (slope) of the target input rotational speed NINTSTA. The control amount DQSCFFT for feedforward control decreases due to the gradient, and after time t4, the control amount DQSCFFT for feedforward control is set to zero.

  On the other hand, the control amount and the integral term for feedback control in the embodiment are indicated by solid lines. At the time when a downshift request occurs at time t1, both the control amount for feedback control and the integral term are set to the negative side. That is, at time t1, the control amount DQSCFFT of the feedforward control is set to a positive value corresponding to downshift, and the control amount DQSCFB for feedback control and the integral term are both set to the negative side corresponding to upshift. And the direction of changing the gear ratio is different (reverse). Therefore, the control value (absolute value) DQSCFB for feedback control is reduced by reducing the absolute value of the integral term, specifically by making it zero (clear).

  By the way, the target input rotational speed NINTNFF also remains substantially constant after time t1, and the target input rotational speed NINTNFF starts increasing after time t2 when a predetermined dead time has elapsed from time t1. The deviation between the target input rotational speed NINTSTA and the target input rotational speed NINTTNFF is a control delay. From time t1 to time t2, the actual input rotational speed NIN remains higher than the target input rotational speed NINTNFF. Therefore, the feedback control amount DQSFB and the integral term are both negative. To increase. Even after time t2, the actual input rotational speed NIN remains at a higher rotational speed than the target input rotational speed NINTNFF, but since the deviation gradually decreases, the control amount for feedback control after time t2 Both DQSCFB and the integral term tend to decrease on the negative side. Then, with the time t3 as a boundary, both the feedback control amount DQSFB and the integral term are switched from the negative side to the positive side. After the time t3, both the feedback control amount DQSFB and the integral term are on the positive side. It has increased. This means that the actual input rotational speed NIN changes at a lower rotational speed than the target input rotational speed NINTNFF after time t3.

  As described above, the target input rotational speed NINTTNFF changes at a lower rotational speed than the target input rotational speed NINTSTA, and the target input rotational speed NINTTNFF and the target input rotational speed NINTSTA coincide with each other after time t4. When an upshift request is generated at time t5, the flag XDW is switched from on to off, and the basic target input rotational speed NINC is decreased stepwise. On the other hand, after time t5, the target input rotational speed NINTSTA decreases with a gentler gradient than the decreasing gradient of the basic target input rotational speed NINC. At time t8, the basic target input rotational speed NINC and the target input rotational speed NINTSTA match. From time t5 to time t8, the target input speed NINTSTA changes at a higher speed than the basic target input speed NINC. For this reason, at time t5, the control amount DQSCFFT for feedforward control increases stepwise from zero to the negative side assuming a downshift, and then corresponds to the gradient (slope) of the target input rotational speed NINTSTA. Due to the gradient, the control amount DQSCFFT for feedforward control decreases, and after time t8, the control amount DQSCFFT for feedforward control is set to zero.

  On the other hand, at the time when the upshift request is generated at time t5, the control amount and the integral term for feedback control are both set to the positive side. That is, at time t5, the feedforward control amount DQSCFFT is set to a negative value corresponding to upshift, and the feedback control amount DQSCFB and the integral term are both set to positive values corresponding to downshift. The direction in which the gear ratio is changed is different (reverse). Therefore, the absolute value of the feedback control control amount DQSCFB is reduced by reducing the absolute value of the integral term, specifically by making it zero (clear).

  By the way, after time t5, the target input rotational speed NINTNFF continues to be substantially constant, and after time t6 when a predetermined dead time has elapsed from time t5, the target input rotational speed NINTNFF starts to decrease. From time t5 to time t6, the actual input rotational speed NIN is kept at a lower rotational speed than the target input rotational speed NINTNFF. Therefore, both the control amount DQSCFB for feedback control and the integral term are on the positive side. To increase. Even after time t6, the actual input rotational speed NIN remains at a lower rotational speed than the target input rotational speed NINTNFF, but since the deviation gradually decreases, after time t6, the control amount for feedback control Both DQSCFB and the integral term tend to decrease on the positive side. Then, at time t7, the control amount DQSCFB for feedback control and the integral term both switch from the positive side to the negative side, and after time t7, both the control amount DQSFB for feedback control and the integral term increase on the negative side. is doing. This means that the actual input rotational speed NIN changes at a higher rotational speed than the target input rotational speed NINTNFF after time t7.

  In the time chart of FIG. 4, the control executed between time t1 and before time t2 is determined negative in step S4 in the flowchart of FIG. 1, and goes to step S8 via step S7. In step S8, a negative determination is made, then a negative determination is made in step S11, and the process proceeds to step S13 via steps S15 and S16. In step S13, the determination is positive, and the process proceeds to step S14. It corresponds to the case. In the flowchart of FIG. 1, a method for calculating a control amount DQSCFB for feedback control when a downshift request is generated in a state where both feedforward control and feedback control are being executed is described. When the control amount DQSCFB for feedback control is calculated when an upshift request is generated in a state where both forward control and feedback control are being performed, the shift direction corresponding to the control amount for feedforward control, When the shift direction corresponding to the integral term for feedback control is different (reverse), the absolute value of the integral term is made small, for example, zero, and a method for calculating the control amount DQSCFB for feedback control is described. Yes.

  In addition, although the time chart is not illustrated, when the determination is positive in step S11 of FIG. 1 and the determination is positive in step S13, or the determination is positive in step S17 of FIG. And, even when the upshift or downshift request of the belt-type continuously variable transmission 1 is not generated, as in the case of affirmative determination in step S19, at the time of switching from prohibition of feedforward control to permission Even when the shift direction corresponding to the control amount for the feedforward control and the shift direction corresponding to the integral term of the feedback control are different (reverse), the process proceeds to step S14 and the integral term of the feedback control is determined. It is possible to set the absolute value small, specifically zero. As described above, the control amount DQSCFB for feedback control is obtained as shown in the flowchart of FIG. 1 and the time chart of FIG. 4, and the control amount DQSCFB for feedback control is added to the control amount DQSCFFT for feedforward control. If the final control amount is calculated, a decrease in the absolute value of the final control amount calculated in step S110 can be suppressed. Therefore, the followability and convergence of the actual input rotational speed NIN with respect to the target input rotational speed NINTSTA can be improved.

  Incidentally, in the time chart of FIG. 4 described above, a comparative example of the control amount and the integral value of the feedback control is indicated by a broken line. In the case of the comparative example, at the time t1 when the downshift request is generated, the integral term of the feedback control is accumulated on the negative side corresponding to the upshift, and is accumulated in the direction opposite to the downshift in the feedforward control. . For this reason, when the final control amount is obtained by adding the control amount for feedforward control and the control amount for feedback control, the absolute value of the control amount for feedforward control corresponding to the downshift corresponds to the upshift. The absolute value of the control amount for feedback control is reduced. Therefore, in the downshift executed by the final control amount, the followability and convergence of the actual input rotation speed with respect to the target input rotation speed NINTSTA are deteriorated.

  Further, at time t5 when the upshift request is generated, the integral term of the feedback control is accumulated on the negative side corresponding to the downshift, and is accumulated in the opposite direction to the upshift in the feedforward control. Therefore, when adding the control amount for feedforward control and the control amount for feedback control to obtain the final control amount, the absolute value of the control amount for feedforward control corresponding to upshift corresponds to downshift. The absolute value of the control amount for feedback control is reduced. Therefore, in the downshift executed by the final control amount, the followability and convergence of the actual input rotation speed with respect to the target input rotation speed NINTSTA are deteriorated.

  This embodiment also applies to a vehicle configured to control the supply / discharge amount of pressure oil in the hydraulic chamber 33 when the transmission ratio of the belt-type continuously variable transmission 1 is controlled. A flowchart can be executed. In this case, the same configuration as the upshift control valve 12, the downshift control valve 13 and the solenoid valves 14 and 19 is provided corresponding to the hydraulic chamber 33, and is the same as the case of supplying and discharging the pressure oil in the hydraulic chamber 31. According to this control and principle, the pressure oil in the hydraulic chamber 33 may be supplied and discharged. Then, the duty ratio of a solenoid valve (not shown) that controls the amount of pressure oil in the hydraulic chamber 33 can be feedback-controlled and feed-forward controlled by the control of FIG. 3, and the control example of FIG. 1 is executed. It is also possible to do.

  Further, in this embodiment, a motor / generator can be used as the power source instead of the engine described above. The engine is a device that converts thermal energy from fuel combustion into kinetic energy, and the motor / generator has a function of converting electrical energy into kinetic energy (powering) and a function of converting kinetic energy into electrical energy (regeneration). And have both. That is, the principle of power generation differs between the engine and the motor / generator. As described above, the control shown in FIGS. 1 and 3 can be executed in a vehicle equipped with a motor / generator as a power source. In this case, in step S100 of FIG. 3, the basic target input rotation speed is obtained based on the operation efficiency of the motor / generator. The operation efficiency of the motor / generator can be determined based on the supply state of electric power to the motor / generator. Further, this embodiment can also be applied to a hybrid vehicle having both an engine and a motor / generator as power sources. In this case, the overall operating efficiency of the engine and the motor / generator is obtained in step S100 of FIG.

  Further, in the time chart of FIG. 4, in the feedforward control, feedback control, and integral term signals, the signal corresponding to the downshift is represented by “positive”, the signal corresponding to the upshift is represented by “negative”, and the gear ratio However, these are used for convenience in order to clarify (differentiate) the nature of the signal in correspondence with the control characteristic of the transmission ratio. Therefore, “positive” and “negative” may be reversed depending on whether the solenoid valves 14 and 19 are normally closed solenoid valves or normally open solenoid valves. Furthermore, instead of “positive” and “negative” in order to distinguish the signals corresponding to the direction of shift (upshift or downshift). It is also possible to use “forward” and “reverse”. That is, it is possible to determine (identify) whether the type of these signals is a signal corresponding to an upshift or a signal corresponding to a downshift, in other words, if it is possible to determine (identify) which direction of shift is performed. Other symbols can also be used.

  Here, the correspondence between the functional means shown in the flowcharts of FIGS. 1 and 3 and the configuration of the present invention will be described. The processing from step S4 to step S21 shown in FIG. The processes in steps S108 to S110 thus performed correspond to the final control amount setting means in the present invention. The basic target input rotational speed NINC corresponds to the first target input rotational speed in the present invention, the target input rotational speed NINTSTA corresponds to the second target input rotational speed in the present invention, and the target input rotational speed NINTNFF. Corresponds to the third target input rotational speed (target input rotational speed for feedback control) in the present invention. Further, step S100 in FIG. 3 corresponds to the first calculation means in the present invention, step S1 in FIG. 1 and step S100 in FIG. 3 correspond to the second calculation means in the present invention, and step in FIG. S2 and step S101 in FIG. 3 correspond to the third calculating means of the present invention.

  The target input rotational speed NINTNFF corresponds to the target input rotational speed for feedback control in the present invention, and the absolute value of the signal used for controlling the duty ratio of the solenoid valves 14 and 19 is “control for actuator” in the present invention. The speed ratio of the belt-type continuously variable transmission 1 is increased (that is, downshift) and the speed ratio is decreased (that is, upshift). The absolute value of the signal output for controlling the duty ratio of the solenoid valves 14 and 19 corresponds to various “control amounts” in the present invention, and is calculated in step S100. The control amount corresponds to the “final control amount” in the present invention.

  Further, the correspondence between the configuration shown in FIG. 2 and the configuration of the present invention will be described. The engine and the motor / generator correspond to the power source in the present invention, and the drive pulley 2 serves as the input side pulley in the present invention. The driven pulley 3 corresponds to the output side pulley in the present invention, the hydraulic chambers 31 and 33 correspond to the hydraulic chamber in the present invention, the solenoid valves 14 and 19, the upshift control valve 12 and the downshift control valve. 13 corresponds to the actuator in the present invention.

It is an example of the flowchart which calculates | requires the control amount for feedback control in the transmission control apparatus of the belt-type continuously variable transmission of this invention. It is a conceptual diagram of the vehicle which has a belt type continuously variable transmission made into object by this invention. 3 is a flowchart of overall control including feedback control and feedforward control executed in the belt type continuously variable transmission of FIG. 2. It is a time chart corresponding to the control example of FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Belt-type continuously variable transmission, 2 ... Drive pulley, 3 ... Driven pulley, 4 ... Belt, 11 ... Power source (engine, motor generator), 12 ... Upshift control valve, 13 ... Downshift control valve, 14 , 19: Solenoid valve, 31, 33: Hydraulic chamber.

Claims (2)

  1. A belt type continuously variable transmission is disposed on the output side of the power source. The belt type continuously variable transmission includes an input pulley and an output pulley on which an annular belt is wound, and the input pulley and the output pulley. In order to control the groove width in the pulley, each has a hydraulic chamber provided corresponding to the input-side pulley and the output-side pulley, and by controlling the hydraulic pressure of one of the hydraulic chambers, An actuator for controlling the gear ratio between the input side pulley and the output side pulley is provided. Based on the correspondence between the inflow / outflow amount of oil into the one hydraulic chamber and the target gear ratio, the actuator Feedforward control for setting a control amount, feedback control for setting a control amount for the actuator based on a deviation between a target input speed and an actual input speed; In shift control system executable belt type continuously variable transmission,
    In a state where the feedback control is being executed, the feedforward control is switched from prohibition to permission, and the control amount in the feedback control and the control amount in the feedforward control are added to obtain the final control of the actuator. When setting the amount
    Alternatively, both the feedforward control and the feedback control are executed, and the final control amount for the actuator is set by adding the control amount in the feedback control and the control amount in the feedforward control, When changing the gear ratio of the belt type continuously variable transmission,
    When the integral term of the feedback control is accumulated in a direction different from the direction in which the gear ratio is changed in the feedforward control, a final control amount setting means for setting the final control amount by reducing the integral term A shift control device for a belt type continuously variable transmission.
  2. First calculating means for determining a first target input rotational speed of the belt-type continuously variable transmission based on a vehicle speed and an acceleration request and an operation efficiency of the power source;
    Second calculating means for obtaining a second target input rotational speed used in the feedforward control by performing a smoothing process on the first target input rotational speed;
    And a third calculating means for obtaining a third target input rotational speed used in the feedback control by taking into account a delay in controlling the actual input rotational speed with respect to the second target input rotational speed. The shift control apparatus for a belt-type continuously variable transmission according to claim 1.
JP2005132082A 2005-04-28 2005-04-28 Shift control device for belt type continuously variable transmission Active JP4539423B2 (en)

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JPH11194801A (en) * 1997-02-27 1999-07-21 Denso Corp System controller
JPH11342768A (en) * 1998-06-03 1999-12-14 Fuji Heavy Ind Ltd Controller of engine with continuously variable transmission
JP2001248726A (en) * 2000-03-02 2001-09-14 Toyota Motor Corp Speed change control device for continuously variable transmission
JP2003301935A (en) * 2002-04-05 2003-10-24 Toyota Motor Corp Control device of continuously variable transmission
JP2003343709A (en) * 2002-05-29 2003-12-03 Toyota Motor Corp Control device for continuously variable transmission
JP2004360847A (en) * 2003-06-06 2004-12-24 Toyota Motor Corp Gear shift control device for continuously variable transmission
JP2005098329A (en) * 2003-09-22 2005-04-14 Toyota Motor Corp Apparatus for controlling speed changing of non-stage transmission

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JPS62187628A (en) * 1986-02-13 1987-08-17 Nissan Motor Co Ltd Controller for continuously variable transmission
JPH0492155A (en) * 1990-08-02 1992-03-25 Nissan Motor Co Ltd Speed change control device of continuously valiable transmission
JPH11194801A (en) * 1997-02-27 1999-07-21 Denso Corp System controller
JPH11342768A (en) * 1998-06-03 1999-12-14 Fuji Heavy Ind Ltd Controller of engine with continuously variable transmission
JP2001248726A (en) * 2000-03-02 2001-09-14 Toyota Motor Corp Speed change control device for continuously variable transmission
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