JP2014109290A - Belt slip prevention control device of belt-type continuously variable transmission - Google Patents
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本発明は、ベルト式無段変速機を有する車両が登坂路でずり下がった場合に、ベルトすべりを防止することが可能な制御構成を有するベルト式無段変速機のベルトすべり制御装置に関する。 The present invention relates to a belt slip control device for a belt type continuously variable transmission having a control configuration capable of preventing belt slip when a vehicle having a belt type continuously variable transmission slides down an uphill road.
所定のベルト式無段変速装置（以下、ベルト式ＣＶＴ）を有する車両においては、登坂路でずり下がりをおこしてしまったとき、ベルト式ＣＶＴの変速比はアップシフト側に動いてしまう。したがって、ずり下がり時に目標とする変速比を保つためには、ダウンシフトの指示を出し、プライマリーシーブ挟圧を下げる操作を行う。 In a vehicle having a predetermined belt-type continuously variable transmission (hereinafter referred to as a belt-type CVT), when the vehicle descends on an uphill road, the transmission ratio of the belt-type CVT moves to the upshift side. Therefore, in order to maintain the target gear ratio at the time of sliding down, a downshift instruction is issued and an operation for lowering the primary sheave clamping pressure is performed.
プライマリーシーブ挟圧を流量制御、セカンダリーシーブ挟圧を圧力制御で行う方式のベルト式ＣＶＴの場合、変速比を保つためにダウンシフト指示をしてプライマリーシーブ挟圧を下げる操作をし、セカンダリーシーブ挟圧の変更をしなければ、プライマリーシーブ挟圧がどんどん下がっていって、プライマリーシーブ側でベルトすべりが発生する。 In the case of a belt-type CVT with a primary sheave clamping pressure controlled by flow control and a secondary sheave clamping pressure controlled by pressure control, a downshift instruction is given to reduce the primary sheave clamping pressure in order to maintain the gear ratio. If the pressure is not changed, the primary sheave clamping pressure is steadily decreasing, and belt slip occurs on the primary sheave side.
従来は、これを防ぐために特許文献１でもベルト式ＣＶＴのベルトすべり防止制御方法が開示されており、例えばセカンダリーシーブ挟圧を上げる対応が考えられるが、この場合、セカンダリーシーブ挟圧をかなり上げないとバランスがとれない。しかしオイルポンプの能力やエンジンに対する負荷には制限があり、また、プライマリーシーブ側を流量制御する方式のＣＶＴの場合、プライマリーシーブ挟圧の直接管理ができない。したがって、セカンダリーシーブ挟圧を上げる対応は、必ずしも良好な対応とは言えない。 Conventionally, in order to prevent this, Patent Document 1 also discloses a belt-slip prevention control method of the belt type CVT. For example, it is conceivable to increase the secondary sheave clamping pressure, but in this case, the secondary sheave clamping pressure is not significantly increased. And can't balance. However, there are limitations on the capacity of the oil pump and the load on the engine, and in the case of a CVT that controls the flow rate on the primary sheave side, the primary sheave clamping pressure cannot be directly managed. Therefore, it is not necessarily a good response to increase the secondary sheave clamping pressure.
また、ベルト式ＣＶＴにはシーブの回転方向を検知するセンサがない場合があり、この場合には、車両がずり下がり状態であるか前進状態であるかを判断することは困難である。その一方、ずり下がりを前進と間違えた場合、ダウンシフトによりプライマリーシーブ挟圧不足になり、ベルトすべりに至る。逆に、前進をずり下がりと間違えた場合、不要にセカンダリーシーブ挟圧を上げてしまい燃費が悪くなるという背反がある。 Further, the belt type CVT may not have a sensor for detecting the rotation direction of the sheave. In this case, it is difficult to determine whether the vehicle is in a sliding state or a forward state. On the other hand, if the slip is mistaken for forward, the primary sheave clamping pressure becomes insufficient due to the downshift, leading to belt slip. On the other hand, there is a trade-off in that when the forward movement is mistaken for sliding down, the secondary sheave clamping pressure is unnecessarily increased, resulting in poor fuel consumption.
本発明は、上記課題に鑑み創作されたものであり、車両のずり下がりを前進状態と誤判定しないようにしつつ、前進時にはできる限り早く前進中であることを検知し、ずり下がり時のベルトすべりを防止することが可能な制御構成を有するベルト式ＣＶＴのベルトすべり防止制御装置の提供を目的とする。 The present invention has been created in view of the above problems, and detects that the vehicle is moving forward as soon as possible while preventing the vehicle from falling erroneously as a forward state, and slipping the belt when sliding down. It is an object of the present invention to provide a belt-type CVT belt slip prevention control device having a control configuration capable of preventing the above-described problem.
本発明のベルト式無段変速機（ＣＶＴ）のベルトすべり防止制御装置は、
登坂路で車両がずり下がっていると懸念されるか否かを判定するずり下がり判定手段を備え、該ずり下がり判定手段により車両がずり下がっていると判定された場合には、ダウンシフト操作量を制限しプライマリーシーブ挟圧の低下を抑制する、制御構成を有する。
A belt slip prevention control device for a belt type continuously variable transmission (CVT) according to the present invention includes:
A downshift determining means for determining whether or not there is a concern that the vehicle is descending on an uphill road, and a downshift operation amount when the slipdown determining means determines that the vehicle is descending And a control configuration that suppresses a decrease in primary sheave clamping pressure.
本発明によれば、プライマリーシーブの挟圧の過低下を直接的に防止することでベルトすべりを防止することができる。本発明では、ずり下がりが懸念されるときには、変速比を保つということの優先順位を下げ、変速比を保つという制御に制限をかけてダウンシフト操作量を制限している。これにより変速比としてはアップシフト側に動いてしまうが、プライマリーシーブ挟圧は確保されるためベルトすべりは防止できる、 According to the present invention, belt slippage can be prevented by directly preventing an excessive decrease in the clamping pressure of the primary sheave. In the present invention, when there is a concern about slip down, the priority of maintaining the gear ratio is lowered, and the control of maintaining the gear ratio is limited to limit the amount of downshift operation. As a result, the gear ratio moves to the upshift side, but the belt shedding can be prevented because the primary sheave clamping pressure is secured.
また、本発明のベルトすべり防止制御装置によれば、前記ずり下がり判定手段によりずり下がっていると判定された場合には、前記ダウンシフト操作量の制限することに加え、セカンダリーシーブ挟圧を上げる、制御構成を有することが好ましい。 Further, according to the belt slip prevention control device of the present invention, when it is determined that the slippage has been lowered by the slippage determination means, in addition to limiting the amount of downshift operation, the secondary sheave clamping pressure is increased. It is preferable to have a control configuration.
この発明によれば、セカンダリーシーブ挟圧上昇をも併用することで上記ダウンシフト操作量の制限を弱くしてもベルトすべりを防止することができる。とりわけ変速比が目標値から離れることを極力防止し得る。上述する本発明では、ずり下がりが懸念されるときには変速比を保つことよりもダウンシフト操作量を制限することを優先した。しかしながら、セカンダリーシーブ挟圧が低いとダウンシフト幅がない、ベルトすべり防止としてはダウンシフトだけで対応できるが、変速性能をできるだけ保とうとするとセカンダリーシーブ挟圧も上げておく必要がある。この観点からセカンダリーシーブ挟圧の上昇も併用することが好ましい。 According to the present invention, the belt slippage can be prevented even if the limit of the downshift operation amount is weakened by using the secondary sheave clamping pressure increase together. In particular, it is possible to prevent the gear ratio from deviating from the target value as much as possible. In the present invention described above, priority is given to limiting the amount of downshift operation rather than maintaining the gear ratio when there is a concern about sliding down. However, if the secondary sheave clamping pressure is low, there is no downshift width, and belt slip can be prevented only by downshifting. However, in order to maintain the speed change performance as much as possible, it is necessary to increase the secondary sheave clamping pressure as well. From this viewpoint, it is preferable to use a secondary sheave clamping pressure in combination.
また、本発明のベルトすべり防止制御装置では、前記プライマリーシーブの入力トルクが大きいほど前記ダウンシフト操作量の制限を大きくする、ことが好ましい。 In the belt slip prevention control device of the present invention, it is preferable that the limit of the downshift operation amount is increased as the input torque of the primary sheave increases.
ベルトすべりが生じやすい高トルクでのベルトすべりを防止しつつ、低トルク領域で変速比が目標値から離れることを防止し得る。 It is possible to prevent the gear ratio from deviating from the target value in the low torque region while preventing belt slip at a high torque at which belt slip is likely to occur.
さらに、本発明では、登坂路の勾配が緩いほど、低い車速を終了車速に設定し、車両の計測車速が前記終了車速に到達すると制御を終了しても良い。 Furthermore, in the present invention, the lower the vehicle speed is set to the end vehicle speed as the slope of the uphill road becomes gentler, and the control may be ended when the measured vehicle speed of the vehicle reaches the end vehicle speed.
ベルトすべり防止制御では、実際に車両がずり下がっている時間だけをベルトすべり防止制御していることが燃費向上上望ましく、前進状態のときにも制御終了していないのは無駄である。本発明では、車の駆動力から考えて勾配が緩ければ、後ろ向きに速くずり下がることができない点に注目し、勾配に応じた終了車速を設定することとしている。そして、終了車速に到達すると前進状態と判断して制御終了する。例えば、平地や勾配が小さい場合は、低い車速で前進判断がされ、終了が早く、逆に勾配が大きい場合は前進判断の車速が大きいため終了時間も遅くなる。 In the belt slip prevention control, it is desirable that the belt slip prevention control is performed only during the time when the vehicle actually slides down in order to improve the fuel efficiency, and it is useless that the control is not finished even in the forward state. In the present invention, attention is paid to the fact that if the gradient is gentle considering the driving force of the vehicle, the vehicle cannot descend backward quickly, and the end vehicle speed is set according to the gradient. When the end vehicle speed is reached, it is determined that the vehicle is moving forward and the control ends. For example, when the flat ground and the gradient are small, the forward determination is made at a low vehicle speed, and the end is quick. On the contrary, when the gradient is large, the vehicle speed for the forward determination is high and the end time is also delayed.
上述するように本発明のベルト式ＣＶＴのベルトすべり防止制御装置は、車両のずり下がりを前進状態と誤判定しないようにしつつ、前進時にはできる限り早く前進中であることを検知し、ずり下がり時のベルトすべりを効率的に防止することができる。 As described above, the belt-slip prevention control device of the belt type CVT according to the present invention detects that the vehicle is moving forward as soon as possible while preventing the vehicle slipping from being erroneously determined as the forward movement state. The belt slip can be effectively prevented.
図１には、本発明のベルトすべり防止制御装置で実行するダウンシフト操作量の制限とこれによるプライマリーシーブ挟圧の変化を示したグラフ図であり、（ａ）は、車速とアクセル開度を示しており、（ｂ）は、プライマリーシーブ挟圧およびセカンダリーシーブ挟圧を示しており、（ｃ）はダウンシフト操作の操作量を示している。また、図２はダウンシフト操作量の制限およびセカンダリーシーブ挟圧アップの本ずり下がり防止制御の終了車速を示したグラフ図である。図３は本発明で用いるベルト式ＣＶＴでのプライマリーシーブ挟圧とセカンダリーシーブ挟圧との関係を示す模式図である。図４は、ダウンシフト操作量およびセカンダリーシーブ挟圧と変速比との関係を示すグラフ図である。図５は、本発明の制御構成例を示したフロー図を示している。 FIG. 1 is a graph showing the limitation of the downshift operation amount executed by the belt slip prevention control device of the present invention and the change in the primary sheave clamping pressure, and (a) shows the vehicle speed and the accelerator opening. (B) shows the primary sheave clamping pressure and the secondary sheave clamping pressure, and (c) shows the operation amount of the downshift operation. FIG. 2 is a graph showing the vehicle speed at which the downshift operation amount is restricted and the secondary sheave clamping pressure main slip-down prevention control is finished. FIG. 3 is a schematic diagram showing the relationship between the primary sheave clamping pressure and the secondary sheave clamping pressure in the belt type CVT used in the present invention. FIG. 4 is a graph showing the relationship between the downshift operation amount, the secondary sheave clamping pressure, and the gear ratio. FIG. 5 shows a flow chart showing an example of the control configuration of the present invention.
本発明の一例について具体的に説明する前に前提として本発明で用いるベルト式ＣＶＴでのプライマリーシーブ挟圧とセカンダリーシーブ挟圧との関係を説明する。とりわけ、車両のずり下がりの際に行うダウンシフト操作に注目しつつ説明する。 Before specifically describing an example of the present invention, the relationship between the primary sheave clamping pressure and the secondary sheave clamping pressure in the belt type CVT used in the present invention will be described as a premise. In particular, a description will be given while paying attention to a downshift operation performed when the vehicle slides down.
図３は概ねプライマリーシーブ１０、セカンダリーシーブ１２、ベルト１４、元油圧で構成されている。この図３に示すように、このベルト式ＣＶＴではプライマリーシーブ１０の挟圧は制御されず、流量で制御している。一方、セカンダリーシーブ１２の挟圧は圧力センサが設けられ、これに基づいて直接に制御されている。油圧は、プライマリーシーブ１０、セカンダリーシーブ１２ともに両方に供給されるが、圧力センサが付いているのはセカンダリーシーブ１２だけであり、挟圧を上げる指示としてはプライマリーシーブ１０の挟圧が測定できないのでセカンダリーシーブ１２の挟圧と共に元油圧を上げることとしている。これに対してダウンシフトではプライマリーシーブ１０のバルブが開いて挟圧が抜ける。このときにプライマリーシーブ１０の挟圧は測定の圧力センサがなくわからないので必要以上に挟圧を抜いてしまうことがあり、プライマリーシーブ１０側でベルト１４が滑ってしまう。 FIG. 3 generally includes a primary sheave 10, a secondary sheave 12, a belt 14, and an original hydraulic pressure. As shown in FIG. 3, in this belt type CVT, the clamping pressure of the primary sheave 10 is not controlled, but is controlled by the flow rate. On the other hand, the clamping pressure of the secondary sheave 12 is provided with a pressure sensor and directly controlled based on the pressure sensor. The hydraulic pressure is supplied to both the primary sheave 10 and the secondary sheave 12, but only the secondary sheave 12 has a pressure sensor, and as a command to increase the clamping pressure, the clamping pressure of the primary sheave 10 cannot be measured. The original hydraulic pressure is increased together with the clamping pressure of the secondary sheave 12. On the other hand, in downshift, the valve of the primary sheave 10 is opened and the clamping pressure is released. At this time, the clamping pressure of the primary sheave 10 is not known because there is no pressure sensor for measurement, so the clamping pressure may be pulled out more than necessary, and the belt 14 slips on the primary sheave 10 side.
次に、本発明のベルトすべり防止制御装置における制御例を説明する。
まず、図１（ａ）では本ベルトすべり防止制御装置における車速又はアクセル開度（縦軸）と時間（ｔ（ｓ））を示している。ｔ（ｓ）＝０のときはブレーキＯＦＦ、時間ｔ０のときアクセルＯＮである。ここでは時間ｔ３まで車両が、坂道でずり下がっている。本実施形態では、タイヤの前後進を判定するセンサを有していないため、ずり下がっている場合でもＥＣＵ認識の車速ｖは正である（現実の車速は点線ｖ’参照）。
Next, a control example in the belt slip prevention control device of the present invention will be described.
First, FIG. 1A shows the vehicle speed or accelerator opening (vertical axis) and time (t (s)) in the belt slip prevention control device. When t (s) = 0, the brake is OFF, and at time t0, the accelerator is ON. Here, the vehicle is sliding down the slope until time t3. In the present embodiment, since there is no sensor for determining the forward / backward movement of the tire, the vehicle speed v recognized by the ECU is positive even when the tire is slipping down (see the dotted line v ′ for the actual vehicle speed).
制御上、ずり下がりが発生しているか否かは、その車速と路面の勾配から判定する。例えば、２°くらいの緩い勾配だと３km/h以上の車速がでないとわかっているので、それ以上の車速が出たら「前進」と判定する。また、それ未満の車速であれば、「前進」又は「ずり下がり状態」であり総じて「ずり下がり懸念あり」と判定される。 In terms of control, it is determined from the vehicle speed and the gradient of the road surface whether or not a slip has occurred. For example, since it is known that a vehicle speed of 3 km / h or higher is not obtained with a gentle gradient of about 2 °, it is determined as “forward” when a vehicle speed higher than that is obtained. On the other hand, if the vehicle speed is less than that, it is determined that the vehicle is in a “forward” or “sliding down state” and is generally “sliding down”.
そして、車速がゼロになった場合に「ずり下がり」が終了したと判定する（時間ｔ２参照、尚、その他の終了条件例は後述）。これにより平地や勾配が小さい場合は、低い車速で「前進」判定がされ、「ずり下がり」の終了が早く、逆に勾配が大きい場合は、「前進」判定の車速が大きいため終了時間も遅い。図２は、勾配に応じた「前進」判定された車速、すなわち本制御の終了車速を示している。例えば、勾配がθ°の場合、前進判定となる車速は、ｖｆである。なお、図２のグラフは０点を通ることはない。車両にはクリープ力があるため、一定の勾配までずり下がりが生じないからである。 Then, when the vehicle speed becomes zero, it is determined that the “sliding down” has ended (see time t 2, and other examples of end conditions will be described later). As a result, when the flat ground and the slope are small, the "forward" determination is made at a low vehicle speed, and the end of "sliding down" is quick, and conversely, when the slope is large, the end time is slow because the vehicle speed of the "forward" determination is high . FIG. 2 shows the vehicle speed determined to be “forward” according to the gradient, that is, the vehicle speed at which this control ends. For example, when the gradient is θ °, the vehicle speed for forward determination is vf. Note that the graph of FIG. 2 does not pass through the zero point. This is because the vehicle has a creeping force and does not slide down to a certain gradient.
次に、ずり下がり懸念ありの判定がなされた場合の制御構成に言及する。
通常、ずり下がり懸念ありと判定された場合には、図１（ｂ）（ｃ）の時間ｔ１に示すようにダウンシフト指示がなされる。
Next, reference will be made to a control configuration in a case where determination that there is a fear of sliding down is made.
Usually, when it is determined that there is a risk of slipping down, a downshift instruction is given as shown at time t1 in FIGS.
ダウンシフト指示は、ずり下がりが発生したときにベルト式ＣＶＴがアップシフト方向に動いてしまうことを防止するためにプライマリーシーブ挟圧を下げる操作である。従来は図３に示す本ＣＶＴの特性とも相俟って、セカンダリーシーブ側の挟圧を上げ変速比を保つことで対策していたがベルトすべり等の問題があったことは前述の通りである。 The downshift instruction is an operation to lower the primary sheave clamping pressure in order to prevent the belt-type CVT from moving in the upshift direction when a slippage occurs. Conventionally, in combination with the characteristics of the present CVT shown in FIG. 3, the countermeasure has been taken by increasing the clamping pressure on the secondary sheave side to maintain the gear ratio, but there are problems such as belt slipping as described above. .
この問題に対して本発明では、変速比を保つということの優先順位を下げ、ダウンシフト操作量を抑えてプライマリーシーブ挟圧を確保しようと制御している。図４にはずり下がりが発生したときのダウンシフト操作量およびセカンダリーシーブ挟圧と変速比γmaxとの関係を示している。この図からもわかるように、ずり下がりが発生すると「本来」はアップシフト側に勝手に動いてしまうため変速比は低下していく。これに対して「従来」はダウンシフト操作をしセカンダリーシーブ挟圧を上げて変速比を維持している。本発明では、「従来」よりはダウンシフトを抑え、ベルトすべり防止を優先している。 With respect to this problem, in the present invention, control is performed to lower the priority order of maintaining the gear ratio and to secure the primary sheave clamping pressure by suppressing the downshift operation amount. FIG. 4 shows the relationship between the downshift operation amount and secondary sheave clamping pressure and the gear ratio γmax when slippage occurs. As can be seen from this figure, when a slippage occurs, the “original” moves to the upshift side without permission, so the gear ratio decreases. On the other hand, in the “conventional”, a downshift operation is performed to increase the secondary sheave clamping pressure and maintain the gear ratio. In the present invention, priority is given to prevention of belt slippage by suppressing downshifting over “conventional”.
再び図１に戻ってみると、図１（ｂ）（ｃ）に示すように、ずり下がり判定（例えば、ずり下がり懸念あり判定）がされたとき（時間ｔ１）に実行されるダウンシフト操作量が制限されていることがわかる。また、これに応じて実際のプライマリーシーブ挟圧（図では「Pri挟圧」）より上昇していることがわかる。これにより、ベルトすべりを防止するのに必要なプライマリーシーブ挟圧より常に高い挟圧を維持できるようになっていることも理解されよう。 Returning to FIG. 1 again, as shown in FIGS. 1B and 1C, the amount of downshift operation executed when a slippage determination (e.g., a determination that there is a fear of slippage) is made (time t1). It can be seen that is limited. In addition, it can be seen that the actual primary sheave clamping pressure (“Pri clamping pressure” in the figure) rises accordingly. It will also be understood that this allows the pinching pressure to be always higher than the primary sheave pinching pressure necessary to prevent belt slippage.
また、ダウンシフト操作量を抑えたからと言っても、セカンダリーシーブ挟圧を全く上げないわけではない（図４参照）。セカンダリーシーブ挟圧を高くするほど変速比を保てるようになることは上記の通りである。むしろ、セカンダリーシーブ挟圧が高いとダウンシフトができ（プライマリーシーブ挟圧の下げ幅を確保できる）、セカンダリーシーブ挟圧が低いとダウンシフトできない。したがって、ベルトすべり防止の観点としてはダウンシフト操作量の制限だけでよいが、変速性能をできるだけ保とうとするとセカンダリーシーブ挟圧を上げておくことが望ましい。しかし、エンジン負荷が高まりエンストのリスクが増える背反がある。従来はベルトすべり防止の観点でセカンダリーシーブ挟圧を上げざるを得なかったが、本発明では要求される変速性能に応じてセカンダリーシーブ挟圧の増加量を低減することができる。（図１（ｂ）参照）。 Moreover, even if the downshift operation amount is suppressed, it does not mean that the secondary sheave clamping pressure is not increased at all (see FIG. 4). As described above, the gear ratio can be maintained as the secondary sheave clamping pressure is increased. Rather, if the secondary sheave clamping pressure is high, a downshift can be performed (a reduction width of the primary sheave clamping pressure can be secured), and if the secondary sheave clamping pressure is low, the downshift cannot be performed. Therefore, from the viewpoint of preventing belt slip, it is only necessary to limit the amount of downshift operation, but it is desirable to increase the secondary sheave clamping pressure in order to keep the shift performance as much as possible. However, there is a trade-off that increases the engine load and increases the engine risk. Conventionally, the secondary sheave clamping pressure has been increased from the viewpoint of preventing belt slip, but in the present invention, the increase amount of the secondary sheave clamping pressure can be reduced according to the required shift performance. (See FIG. 1 (b)).
さらに、本実施形態では特に図示しないが、プライマリーシーブの入力トルクが大きいほどダウンシフト操作量を大きく設定する。ベルトすべりが生じやすい高トルクでのベルトすべりを防止しつつ、低トルク領域で変速比が目標値から離れることを防止している。例えば、平地でプライマリーシーブ推力：セカンダリーシーブ推力＝１：１で変速比γmaxだったものが、ずり下がるとそのままアップシフトに入ってしまって変速比γminに小さくなるものを、セカンダリーシーブ挟圧を上げた上でダウンシフト操作し、推力比１：２とすることでγmaxに戻すような方法である。これよりγmaxに保てるようになる（変速比を保つことができる）。 Further, although not particularly illustrated in the present embodiment, the larger the input torque of the primary sheave, the larger the downshift operation amount is set. While preventing a belt slip at a high torque at which a belt slip is likely to occur, the gear ratio is prevented from deviating from a target value in a low torque region. For example, if the primary sheave thrust: secondary sheave thrust = 1: 1 on a flat ground and the gear ratio γmax is lower, the gear shift ratio γmin is increased when it slips down. In addition, a downshift operation is performed and the thrust ratio is set to 1: 2 to return to γmax. Thus, γmax can be maintained (speed ratio can be maintained).
以上、本ベルトすべり防止制御装置について説明したが、図５ではその制御フローの一例が示されている。とりわけここでは、ずり下がりの判定と終了、ダウンシフト操作について言及する。まず、車両の車速＝０か否か測定する（ＳＴＥＰ１）。実際のずり下がりが発生するのは少なくとも車速が一旦ゼロになった後だからである。また、路面の勾配と終了車速との関係を設定する（ＳＴＥＰ２）。これは予め設定しておくものであり、図２のようなデータを設定しておく。そして、実際の車両の勾配（θ°）をセンサで計測し（ＳＴＥＰ３）、終了車速ｖを抽出する（ＳＴＥＰ４）。 The belt slip prevention control device has been described above. FIG. 5 shows an example of the control flow. In particular, here, reference will be made to the judgment and termination of the downhill and the downshift operation. First, it is measured whether or not the vehicle speed is 0 (STEP 1). The actual sliding occurs at least after the vehicle speed has once become zero. Further, the relationship between the road surface gradient and the end vehicle speed is set (STEP 2). This is set in advance, and data as shown in FIG. 2 is set. Then, the actual vehicle gradient (θ °) is measured by a sensor (STEP 3), and the end vehicle speed v is extracted (STEP 4).
次に、車速が終了車速ｖに至っているか否かを計測する（ＳＴＥＰ５）。車速が終了車速ｖを上回っている場合は、前述した通り「前進」状態であると判定され（ＳＴＥＰ６）、ずべり防止制御を終了する（ＳＴＥＰ７）。一方、車速が終了車速ｖを下回っている場合は、「ずり下がり懸念あり」状態であると判定される（ＳＴＥＰ８）。「ずり下がり懸念あり」の場合、変速比を保つためにダウンシフト操作がされ、このダウンシフト操作量はベルトすべり防止のために制限される（ＳＴＥＰ９）。そして、ダウンシフト操作の制限は所定条件で終了する。まず車速がゼロになると終了する（ＳＴＥＰ１０）。一旦、ずり下がりが発生し、それが前進に反転する場合は必ず車速ゼロになるからである。図１の例では、車速がゼロになりダウンシフト操作を終了している。また、所定時間経過しても終了する（ＳＴＥＰ１１）。図示しないがこの所定時間は勾配やアクセル開度から設定される。 Next, it is measured whether or not the vehicle speed has reached the end vehicle speed v (STEP 5). When the vehicle speed exceeds the end vehicle speed v, it is determined that the vehicle is in the “forward” state as described above (STEP 6), and the slip prevention control is ended (STEP 7). On the other hand, when the vehicle speed is lower than the end vehicle speed v, it is determined that the vehicle is in a “prone to slip down” state (STEP 8). In the case of “there is fear of slipping”, a downshift operation is performed to maintain the gear ratio, and the amount of this downshift operation is limited to prevent belt slip (STEP 9). And the restriction | limiting of a downshift operation is complete | finished on predetermined conditions. First, the process ends when the vehicle speed becomes zero (STEP 10). This is because the vehicle speed is always zero when a slip occurs once and reverses forward. In the example of FIG. 1, the vehicle speed becomes zero and the downshift operation is finished. Further, the process ends even if a predetermined time has elapsed (STEP 11). Although not shown, this predetermined time is set from the gradient and the accelerator opening.
以上、本発明のベルト式ＣＶＴのベルトすべり防止制御装置についての実施形態およびその概念について説明してきたが本発明はこれに限定されるものではなく特許請求の範囲および明細書等に記載の精神や教示を逸脱しない範囲で他の変形例、改良例が得られることが当業者は理解できるであろう。 The embodiment and the concept of the belt-slip prevention control device for the belt-type CVT of the present invention have been described above, but the present invention is not limited to this, and the spirit described in the claims and the description, etc. Those skilled in the art will appreciate that other variations and modifications can be obtained without departing from the teachings.
1０ プライマリーシーブ
１２ セカンダリーシーブ
１４ ベルト
10 Primary sheave 12 Secondary sheave
14 Belt
Claims (4)
登坂路で車両がずり下がっていると懸念されるか否かを判定するずり下がり判定手段を備え、該ずり下がり判定手段により車両がずり下がっていると判定された場合には、ダウンシフト操作量を制限しプライマリーシーブ挟圧の低下を抑制する、制御構成を有するベルトすべり防止制御装置。 A belt slip prevention control device for a belt type continuously variable transmission,
A downshift determining means for determining whether or not there is a concern that the vehicle is descending on an uphill road, and a downshift operation amount when the slipdown determining means determines that the vehicle is descending A belt slip prevention control device having a control structure that restricts a decrease in primary sheave clamping pressure.
The belt slip control device according to any one of claims 1 to 3, wherein a lower vehicle speed is set as an end vehicle speed as the slope of the uphill road is gentler, and the control is ended when the measured vehicle speed of the vehicle reaches the end vehicle speed.
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