JP3446405B2 - Acceleration vibration reduction device for vehicles with continuously variable transmission - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for reducing vibration during acceleration of a vehicle equipped with a V-belt type continuously variable transmission or a continuously variable transmission represented by a toroidal type continuously variable transmission. It is about.

[0002]

2. Description of the Related Art A vehicle produces so-called acceleration vibration, which is mainly caused by torsional vibration of a drive system from the prime mover to drive wheels during acceleration in which a prime mover such as an engine is further loaded. In order to reduce this acceleration vibration, there is a measure to control the prime mover so as to reduce the torque, because this is caused by the prime mover output torque.

On the other hand, in the case of a vehicle equipped with a continuously variable transmission, the gear ratio
Changes steplessly, so it is usually
Shift occurs, but this shift is shown in Fig. 5 (b).
Ratio i _SAs is clear from the change with time,₁In
Acceleration operation by increasing the throttle opening TVO
After that, the torque at which the engine output torque actually starts increasing
Rising instant t₂To synchronize with the
C rising instant t₂Immediately after the vehicle longitudinal acceleration
The peak value is reduced as shown in FIG.
Vehicle body longitudinal acceleration vibration, that is, the convergence of acceleration vibration
Proposal of accelerating technology by Japanese Patent Application No. 6-61116
Is.

[0004]

However, in the technique proposed above, the oscillation start frequency of the acceleration vibration is high and the start timing of the gear shift accompanying the acceleration is the torque rising instant t.
If the timing cannot be adjusted to ₂ , it is possible that the acceleration vibration will be larger than that without measures.

Furthermore, as clearly shown in FIG. 6, also there a change in the speed ratio i _S in the torque rising instant t ₂ after it generates vibration causes, with respect to vibrations generated in the torque rising instant t ₂ after The above proposed technology is ineffective.

[0006]

In order to solve the above problems, an acceleration vibration reducing apparatus for a vehicle equipped with a continuously variable transmission according to the first aspect of the present invention transmits the rotation of a prime mover to a drive wheel via the continuously variable transmission. in a vehicle as, an acceleration vibration detecting means for detecting a vehicle longitudinal acceleration vibration generated with the acceleration of the vehicle, of the body longitudinal acceleration oscillations to the body longitudinal acceleration vibration detected by this means is suppressed Gear ratio correction means for correcting the gear ratio of the continuously variable transmission according to the phase is provided.

[0007] The vehicle can travel by transmitting the rotation of the prime mover to the drive wheels via the continuously variable transmission. Here, the acceleration vibration detection means is the front of the vehicle body that is generated as the vehicle accelerates.
Detecting a post-acceleration vibration speed ratio correcting means, the body longitudinal acceleration to the detected vehicle longitudinal acceleration vibration is suppressed
In accordance with the degree vibration of the phase correcting the gear ratio of the continuously variable transmission.

[0008] Therefore, even if the operation by the previously proposed technique, that is, the operation of timing the start timing of the shift due to acceleration at the torque rising instant fails, the vehicle front
Even rear acceleration vibration is increased, and also as a vehicle longitudinal acceleration vibration occurs in the torque rise instantly after the gear ratio modification operation of these vibrations the continuously variable transmission can be reliably suppressed.

In the acceleration vibration reducing apparatus for a vehicle equipped with a continuously variable transmission according to the second aspect of the invention, the acceleration vibration detecting means is
The engine includes a prime mover rotation speed detection means for detecting the rotation speed of the prime mover, and a prime mover rotation acceleration change calculation means for calculating a change in the prime mover rotation acceleration from the detected rotation speed of the prime mover.

In the second aspect of the present invention, the prime mover rotational acceleration change calculation means calculates the prime mover rotational acceleration change from the prime mover rotational speed detected by the prime mover rotational speed detection means, and the acceleration vibration detection means calculates the prime mover rotational acceleration change. the size be regarded as the acceleration longitudinal vibrations above the vehicle body.

In this case, the prime mover rotation speed detecting means is indispensable for the drive control of the prime mover and the shift control of the continuously variable transmission, and is already installed, and the prime mover rotation acceleration change calculating means is also actually used. In addition, since it can be configured with an existing microcomputer for continuously variable transmission, it is very advantageous in terms of cost.

[0012] In yet accelerated vibration damping system for a continuously variable transmission equipped vehicles according to the third invention, the gear ratio correcting means is a low speed gear ratio side speed ratio in the phase region of the body longitudinal acceleration oscillations to accelerate the vehicle Corrected to the above vehicle body to decelerate the vehicle
Eggplant configured to fix the gear ratio to a high speed gear ratio side phase range before and after acceleration vibration.

[0013] In this case, by the torsional vibration of a wheel drive system which rise to the vehicle longitudinal acceleration vibration, so that the rotational speed of the wheel is not changed, it is possible to gear ratio of the continuously variable transmission is modified, the first invention The function and effect can be achieved more reliably.

In the acceleration vibration reducing apparatus for a vehicle equipped with a continuously variable transmission according to the fourth aspect of the invention, when fluid transmission means is interposed between the prime mover and the continuously variable transmission, the gear ratio correction means causes the fluid transmission to be changed. When the means is in the lockup state where the input / output elements are directly connected to each other, the gear ratio is corrected.

When the fluid transmission means is in a converter state in which the input / output elements are not directly connected, the torque fluctuation absorbing function does not cause the problem of acceleration vibration. In the fourth invention, such acceleration vibration is a problem. It is possible to avoid wasteful or erroneous change of the gear ratio under the condition that the above condition is not satisfied.

In the acceleration vibration reducing apparatus for a vehicle equipped with a continuously variable transmission according to the fifth aspect of the present invention, a prime mover load condition detecting means for detecting the load condition of the prime mover is additionally provided, and the gear ratio correcting means detects the load condition. The gear ratio is corrected when the load condition of the prime mover changes more than the set value.

The problem of accelerated vibration occurs only when the load condition of the prime mover exceeds the set value. Therefore, in the fifth aspect of the present invention, a small prime mover load condition in which the accelerated vibration is not a problem is generated. In the change, it is possible to avoid wasteful or erroneous change of the gear ratio.

[0018]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. 1 to 3 show an example in which an acceleration vibration reduction device according to an embodiment of the present invention is applied to a vehicle equipped with a V-belt type continuously variable transmission.

FIG. 1 shows a transmission system of the same V-belt type continuously variable transmission. This transmission system inputs the rotation from an engine 1 which is a prime mover through a torque converter 2 which is a fluid transmission means. 3, a forward / reverse switching mechanism 4, a V-belt transmission mechanism 5, and a differential gear device 6. The torque converter 2 has a lockup clutch 2a.
When the clutch is engaged, the fluid transmission state (converter state) is switched to the direct connection transmission state (lock-up state) in which the input / output elements are directly connected. The forward / reverse switching mechanism 4 is provided with a double pinion type planetary gear set 7, the rotation of the input shaft 3 can be transmitted to the V-belt transmission mechanism 5 as it is by the engagement of the forward clutch 8, and the input by the engagement of the reverse brake 9. The rotation of the shaft 3 can be reversed and transmitted to the V-belt transmission mechanism 5.

The V-belt transmission mechanism 5 is a primary pulley 1 on the drive side to which the rotation from the forward / reverse switching mechanism 4 is input.
0, a secondary pulley 11 on the driven side, and a V-belt 12 spanned between the pulleys 10 and 11.
Here, the primary pulley 10 and the secondary pulley 1
1 rotates one flange 10a, 11a together with the other flange, but is a movable flange that can be displaced in the axial direction, and the positions of these movable flanges 10a, 11a can be controlled by the pressure in the cylinder chambers 10b, 11b. To do.

The V-belt transmission mechanism 5 sequentially transmits the rotation of the primary pulley 10 to the secondary pulley 11 and the output shaft 13 via the V-belt 12. During this transmission, which will be described in detail later with reference to FIG. 2, a line pressure corresponding to the transmission input torque is supplied to the secondary pulley cylinder chamber 11b, and the primary pulley cylinder chamber 10b uses this line pressure as a source pressure for gear shift control. The shift control pressure (primary pulley pressure) determined by the valve is supplied, and the positions of the movable flanges 10a and 11a are determined by the ratio of the primary pulley pressure in the primary pulley cylinder chamber 10b to the line pressure in the secondary pulley cylinder chamber 11b. The winding arc diameter of the V-belt 12 with respect to the pulleys 10 and 11, that is, the transmission ratio (gear ratio) between the pulleys is determined.

Therefore, the V-belt transmission mechanism 5 can continuously change the gear ratio from the lowest speed gear ratio to the higher gear ratio continuously by increasing the primary pulley pressure. It is possible to continuously change the speed ratio to the lowest speed speed ratio continuously by lowering.

The rotation from the V-belt transmission mechanism 5 to the output shaft 13 is input to the differential gear device 6 via the parallel shaft gear set 14, and the differential gear device 6 differentially operates the left and right drive wheels of a vehicle (not shown). Drive down.

FIG. 2 shows the primary pulley cylinder chamber 10
2 shows a shift control system for determining the pressures on the secondary pulley cylinder chamber 11b and the secondary pulley cylinder chamber 11b to perform the above continuously variable shift control. This speed change control system includes a speed change control valve 2
1, a step motor 22 as a shift actuator for controlling the stroke thereof, and a gear ratio feedback member 23 for feeding back an axial position of the primary pulley movable flange 10a, that is, an actual gear ratio to the shift control valve 21. .

The shift control valve 21 continues to supply the line pressure P _L from the circuit 24 to the secondary pulley cylinder chamber 11b as the secondary pulley pressure (output pulley pressure) P _sec , while the stroke of the spool 21a causes the primary pulley cylinder to move. The circuit 26 communicating with the chamber 10b is communicated with the line pressure circuit 24 or the drain port 27 to determine the primary pulley pressure (input pulley pressure) _Ppri to the primary pulley cylinder chamber 10b, that is, the shift control pressure.

The speed change control valve spool 21a is connected to the center of the speed change link 28 by a pin 29. One end of the speed change link is a pin 30 for the rack 31 and the other end is a speed ratio feedback member 23 for the pin 32. Connect with. Rack 31
The pinion 22a on the output shaft of the step motor 22 is meshed with the step motor 22 to determine the stroke position of the rack 31. As for the stroke of the rack 31, the shift link 28 is rotated in the corresponding direction around the pin 32, and the shift control valve spool 21a is stroked in the same direction as the rack 31.

When the shift control valve spool 21a moves to the left in the figure in response to the rack 31 being displaced in the high speed side gear ratio direction (Hi direction) by the step motor 22, the shift control valve 21 operates in the primary pulley pressure circuit. 26 to the line pressure circuit 24 to increase the primary pulley pressure (shift control pressure) P _pri to the primary pulley cylinder chamber 10b.
At this time, the primary pulley movable flange 1 in FIG.
0a approaches the fixed flange, and the gear ratio is continuously changed to the high speed side by the amount of increase in the primary pulley pressure _Ppri .

The amount of movement of the primary pulley movable flange 10a toward the fixed flange is fed back to the gear ratio feedback member 23 in the direction indicated by the arrow Hi, and the gear shift control valve spool 21a is stroked in the returning direction.
When the gear ratio corresponding to the displacement of the rack 31 in the Hi direction is achieved, the gear shift control valve spool 21a returns to the original position shown and the gear shift is completed.

When the gear shift control valve spool 21a moves to the right in the drawing in response to the rack 31 being displaced by the step motor 22 in the low speed side gear ratio direction (Lo direction), the gear shift control valve 21 uses the primary pulley pressure circuit. 26 through the drain port 27 to reduce the primary pulley pressure (shift control pressure) P _pri to the primary pulley cylinder chamber 10b.
At this time, the primary pulley movable flange 1 in FIG.
0a moves away from the fixed flange, and the gear ratio is continuously changed to the low speed side by the amount corresponding to the decrease in the primary pulley pressure _Ppri .

The amount of movement of the primary pulley movable flange 10a away from the fixed flange is fed back to the gear ratio feedback member 23 in the direction indicated by the arrow Lo, and the gear shift control valve spool 21a is stroked in the returning direction to move the Lo of the rack 31 to Lo. When the gear ratio corresponding to the directional displacement is achieved, the gear shift control valve spool 21a returns to the original position shown and the gear shift is completed.

The gear ratio command to the step motor 22 is based on the rotational position (initial position) of the step motor 22 corresponding to the stroke position of the rack 31 at which the lowest speed gear ratio is achieved. Operation amount) Give as Step. Here, the step motor operation amount Step is determined by the controller 41 together with the lockup control signal L / U for the lockup of the torque converter 2. Therefore, the controller 41 is instructed by the signal from the vehicle speed sensor 42 for detecting the vehicle speed VSP and the engine throttle opening T.
A signal from the throttle opening sensor 43 that detects VO is input, but in addition, the engine speed (motor speed) ω _R is set for the gear ratio correction action for acceleration vibration reduction, which will be described later in this example. A signal from the engine rotation sensor 44 to be detected is input. Here, the throttle opening sensor 43 corresponds to the prime mover load state detection means of the present invention, and the engine rotation sensor 44 corresponds to the prime mover rotation speed detection means of the present invention.

First, the shift control and lockup control performed by the controller 41 will be described.
1 executes a control program (not shown), and the sensor 4
Vehicle speed VSP and throttle opening T detected at 2 and 43
A target gear ratio (target engine speed) suitable for the operating state is obtained from VO, and it is determined whether or not the torque converter 2 should be locked up. And controller 4
1 indicates to the step motor 22 a gear ratio command corresponding to the above target gear ratio (target engine speed) to the step motor St.
It is given as ep, and thereby the step motor 22 is operated, whereby the rack 31 is displaced to the corresponding stroke position, and the above gear ratio command is achieved by the above-described continuously variable transmission action. On the other hand, when the controller 41 determines that the torque converter 2 should be locked up, the controller 41 outputs a lockup signal L / U, thereby putting the torque converter 2 into a lockup state via a lockup control hydraulic circuit (not shown). .

In the meantime, the controller 41 executes the control program of FIG. 3 in order to reduce the acceleration vibration of the vehicle during the above-mentioned shift control, and corrects the gear ratio as follows. First, in step 51, the torque converter 2
Determines whether or not the lockup is being performed. Since the torque converter has the torque fluctuation absorbing function, the acceleration vibration of the vehicle does not become a problem unless the lockup is being performed. Therefore, unnecessary gear ratio correction and incorrect gear ratio correction are prevented. In terms of meaning, the control is ended as it is.

When it is determined in step 51 that the torque converter 2 is in the lockup state, it is determined in step 52 whether or not the amount of change in the throttle opening TVO during the fixed time exceeds the set value δ.
If the throttle opening change amount does not exceed the set value δ,
Since the acceleration vibration of the vehicle does not become a problem, the control is ended as it is in the sense of preventing unnecessary gear ratio correction and erroneous gear ratio correction.

At step 52, the throttle opening TVO
If it is determined that the change exceeds the set value δ, step 5
In 3 the timer t which measures the elapsed time from the instant is set to 0
Reset. Then, in steps 54 to 56, this progress
At every time t, the acceleration vibration detecting means of the present invention is as follows.
And processing corresponding to the gear ratio correction means. I mean
First, in step 54, the process corresponding to the acceleration vibration detection means is performed.
Then, the actual engine speed ω detected by the sensor 44
_RReading value of ω_RThe actual engine rotation acceleration from (t)
(D / dt) ω_R(T) is calculated, and as described above,
Fig. 5 obtained from vehicle speed VSP and throttle opening TVO
I in (b)_SFigure from the reference gear ratio shown in and the vehicle speed VSP
Ω on 5 (b)_SReference engine speed as shown in
ω_SBased on (t), the reference engine rotational acceleration (d / d
t) ω_S(T) is calculated, and these actual engine rotation accelerations are calculated.
(D / dt) ω_R(T) and reference engine rotation acceleration
(D / dt) ω_SFrom the difference between (t) and
Rotational acceleration fluctuation amount (d / dt) ω _VFind (t).
Therefore, the process is performed by the prime mover that constitutes the acceleration vibration detection means.
It corresponds to that of the rotational acceleration change calculation means.

Here, as shown in FIG. 4, the engine rotation acceleration fluctuation amount (d / dt) ω _V has a phase relationship as shown with respect to the engine rotation speed fluctuation amount (ω _R −ω _S ). The magnitude of the amplitude represents the magnitude of the acceleration vibration that accompanies the acceleration of the vehicle. When the acceleration vibration is detected from the engine rotation acceleration fluctuation amount (d / dt) ω _V , the engine rotation sensor 44 is an existing one that is originally necessary for the shift control although it is omitted in the description of the shift operation. Since the above calculation can also be performed by the existing microcomputer for gear shift control, it is advantageous in terms of cost, but the detection of acceleration vibration is not limited to this, and for example, the rotation speed of the wheel drive system from the engine to the drive wheels. Needless to say, it is also possible to perform the detection by performing the same processing as above, or to provide a front-rear G sensor that directly detects the front-rear acceleration / deceleration of the vehicle body and detect acceleration vibration based on the signal.

Next, in order to explain the processing corresponding to the gear ratio correction means in steps 55 and 56, first, in step 55
Then, the engine rotation acceleration variation amount (d / dt) ω _V (t) obtained as described above is multiplied by the gear ratio correction coefficient C to calculate the gear ratio correction amount i _C (t), and this gear ratio correction As shown in FIG. 4, the amount is the engine rotational acceleration that decelerates the vehicle by correcting the gear ratio to the low speed gear ratio side in the phase range of the engine rotational acceleration fluctuation amount (d / dt) ω _V (t) that accelerates the vehicle. It is assumed that the gear ratio is corrected to the high speed gear ratio side in the phase range of the variation amount (d / dt) ω _V (t).

At the next step 56, i _S is shown in FIG.
And the reference gear ratio i _S (t) indicated by
_C (t) is added to obtain the corrected gear ratio i _T (t),
This corrected gear ratio i _T is set as shown in FIG. 4, for example,
This contributes to the shift control. The correction of the gear ratio continues as long as it is determined in step 57 that the throttle opening TVO has changed by exceeding the set value δ.

As a result of the correction of the gear ratio performed as described above, as shown in FIGS. 4 and 5 (a), when there is a fluctuation in the engine rotational acceleration that accelerates the vehicle, the gear ratio i _T is set to the reference gear ratio. If there is a change in the engine rotational acceleration that decelerates the vehicle by correcting to a lower speed ratio than i _S , the speed ratio i
_T is corrected to a higher speed ratio side than the reference speed ratio i _S. Here, when there is an engine rotational acceleration fluctuation that accelerates the vehicle, correcting the gear ratio to the low speed gear ratio side suppresses an increase in the rotational speed of the drive wheels even due to the engine rotational acceleration fluctuation, and Therefore, if there is an engine rotation acceleration fluctuation that causes the vehicle to decelerate, correcting the gear ratio to the high speed gear ratio side also drives the engine rotation acceleration fluctuation. This leads to that the rotational speed of the wheels is not reduced and thus the vehicle is not slowed down.

Therefore, even if the engine rotational acceleration fluctuates to cause acceleration vibration of the vehicle, the correction of the gear ratio acts to keep the rotational speed of the drive wheels unchanged, and as a result, the same as in FIG. 5 (b). As is clear from the waveform of the longitudinal acceleration of the vehicle body in FIG. 7A showing the operation waveform under the conditions, the acceleration vibration of the vehicle can be reduced.

[Brief description of drawings]

FIG. 1 is a schematic diagram showing a transmission system of a vehicle equipped with a V-belt type continuously variable transmission equipped with an acceleration vibration reduction device according to an embodiment of the present invention.

FIG. 2 is a system diagram showing a shift control device of the same V-belt type continuously variable transmission.

FIG. 3 is a flowchart showing an acceleration vibration reduction gear ratio correction program executed by a controller in the gear shift control device.

FIG. 4 is an operation time chart of a gear ratio correcting action for reducing the acceleration vibration.

FIG. 5A is an operation time chart showing an acceleration vibration reduction effect by the same gear ratio correction action, and FIG. 5B shows a speed change control for acceleration vibration reduction previously proposed by the applicant of the present application. It is an operation time chart shown together with a reduction effect.

FIG. 6 is a more detailed diagram of the operation time chart of FIG.

[Explanation of symbols]

1 engine (motor) 2 Torque converter (fluid transmission means) 3 input axes 4 Forward / reverse switching mechanism 5 V belt transmission mechanism 6 Differential gear device 10 primary pulley 10a movable flange 10b Primary pulley cylinder chamber 11 Secondary pulley 11a Movable flange 11b Secondary pulley cylinder chamber 12 V belt 13 Output shaft 21 Shift control valve 22 step motor 23 Gear ratio feedback member 28 speed change link 31 racks 41 Controller 42 Vehicle speed sensor 43 Throttle opening sensor (motor load condition detection means) 44 Engine rotation sensor (motor rotation speed detection means)

Continuation of front page (58) Fields surveyed (Int.Cl. ⁷ , DB name) F16H 59/00-63/48

Claims (5)

(57) [Claims] 1. A vehicle which is adapted to transmit rotation of the prime mover through the continuously variable transmission to drive wheels, an acceleration vibration detecting means for detecting a vehicle longitudinal acceleration vibration generated with the acceleration of the vehicle, this means stepless, characterized in that it comprises a speed change ratio correction means for correcting the transmission ratio of the continuously variable transmission in accordance with the said body longitudinal acceleration vibration of the phase so that the car body longitudinal acceleration vibration detection is suppressed by Acceleration / deceleration vibration reduction device for vehicles equipped with a transmission. 2. The acceleration vibration detection means according to claim 1, wherein the acceleration motor vibration speed detection means detects the rotation speed of the prime mover, and the prime mover calculates a change in the rotation acceleration of the prime mover from the rotation speed of the prime mover detected by the means. constituted by a rotational acceleration change calculating means, continuously variable transmission equipped vehicles acceleration vibration damping system, characterized in that the size of the prime mover rotational acceleration change was to be regarded as the acceleration vibration the vehicle longitudinal. 3. An apparatus according to claim 1 or 2, wherein the gear ratio correcting means, said vehicle body to fix the gear ratio to the low speed gear ratio side phase region of the body longitudinal acceleration oscillations to accelerate the vehicle, the vehicle is decelerated phase range in speed ratio continuously variable transmission equipped vehicles acceleration vibration reducing apparatus characterized by being configured to modify the fast speed ratio side of the longitudinal acceleration vibration. 4. The fluid transmission means according to any one of claims 1 to 3, wherein a fluid transmission means is interposed between the prime mover and the continuously variable transmission, the gear ratio correction means includes an input / output element for the fluid transmission means. An acceleration vibration reduction device for a vehicle equipped with a continuously variable transmission, characterized in that the gear ratio is modified when the lockup state is directly connected between the two. 5. The load condition of the prime mover according to claim 1, further comprising a prime mover load condition detecting means for detecting a load condition of the prime mover, wherein the gear ratio correcting means detects the load condition of the prime mover. When there is a change more than the setting,
An acceleration vibration reduction device for a vehicle equipped with a continuously variable transmission, characterized in that the gear ratio is modified.