JP4670891B2 - Road surface state detection device and continuously variable transmission control device - Google Patents

Description

  The present invention relates to a device for detecting a road surface state and a device for controlling a belt type or traction type (toroidal type) continuously variable transmission.

  When this type of transmission is mounted on a vehicle, it is controlled to set the engine speed to an optimum speed according to the running state, and is an effective means for improving fuel efficiency while maintaining the power performance of the vehicle. It has become. Therefore, torque is input to the continuously variable transmission from a power source such as an engine, but the torque acting between the drive wheels and the road surface changes in various ways while the vehicle is running. Including the resulting inertial torque, the continuously variable transmission also receives torque from the output side and the torque varies in various ways.

  As described above, a continuously variable transmission is a transmission that transmits torque via frictional force or shearing force of traction oil, etc., and does not transmit torque by a meshing mechanism. When it acts from the input side or the output side, or when the torque temporarily increases due to some disturbance factor, slip occurs. If such slipping is excessive, the continuously variable transmission may be damaged. On the other hand, if the pinching pressure is increased to avoid slipping, the power transmission efficiency may be reduced, and the fuel efficiency of the vehicle may be deteriorated.

  Therefore, detecting the road surface condition that is the cause of fluctuations in the torque on the output side is necessary for controlling the clamping pressure in the continuously variable transmission, and if the road surface condition can be accurately detected or determined, slipping will occur. As a result, the opportunity to lower the clamping pressure while avoiding the increase increases the fuel efficiency of the vehicle.

  On the other hand, Patent Document 1 discloses a device that performs a band-pass filter process on a wheel speed signal as a device that detects a fine protrusion (unevenness) on a road surface. The device described in this publication uses a band-pass filter to process the output signal of the sensor that detects the rotation of the wheel to extract the fluctuation of the wheel speed, determines the fine unevenness of the road surface based on the fluctuation, and Based on the result, the characteristics of the suspension device are changed.

JP-A-6-143964

  In the device described in the above publication, the signal obtained by the sensor includes a signal such as noise and vehicle acceleration. Therefore, the signal is removed to correspond to the road surface state of the wheel speed. It is an apparatus configured to extract fluctuations. In this device, the unevenness of the road surface is determined by comparing the bandpass filtered signal with a predetermined threshold value.

  The threshold value will be a value according to the accuracy of the signal processing device, and if the threshold value is made small, even slight fluctuations in the rotational speed that do not depend on the road surface condition are determined as road surface irregularities, etc. The possibility of misjudgment is increased. If the threshold value is increased to avoid such misjudgment, the condition of the road surface is determined only by large rotational fluctuations. Therefore, it is necessary to determine a road surface with continuous minute irregularities such as a cobblestone road. I can't. Alternatively, the determination takes time, and the torque acting on the continuously variable transmission may fluctuate greatly during that time, and slipping may occur at that time.

  The present invention has been made by paying attention to the above technical problem, and is capable of accurately detecting or determining a road surface state, and controlling the clamping pressure of a continuously variable transmission according to the road surface state. An object of the present invention is to provide an apparatus capable of performing the above.

In order to achieve the above object, the present invention is characterized in that a road surface condition is detected based on a value obtained by further integrating a value obtained by filtering a wheel speed or a rotational speed having a fixed relationship with the wheel speed. Further, the continuously variable transmission is controlled based on the road surface state detected or determined as described above. Specifically, the invention of claim 1 filters the detected value of the rotational speed of a wheel or the rotational speed of a predetermined rotating member that rotates with a certain relationship with the wheel, and based on the filtered value, the road surface In the road surface state detecting device for detecting the state of the road, the road surface state is determined based on the integration means for integrating the filtered values, the means for determining the amount of change of the filtered values, and the amount of change and the integrated value. Road surface condition determining means for determining, means for determining whether or not the amount of change is equal to or greater than a predetermined first threshold value, and an integrated value by the integrating means exceeds a predetermined second threshold value Means for determining whether or not the road surface condition determining means has the integrated value exceeding a second threshold value when the amount of change does not exceed the first threshold value. Judge whether or not Write, said change amount is the road surface condition and determine the constant a disturbance in the case of more than the first threshold value, and wherein less than the amount of change or acceleration of the rotational speed of the first threshold and the integration When the value exceeds the second threshold value , it is determined that the road is a non- defective road, and the amount of change or acceleration of the rotational speed is less than the first threshold value, and the integrated value is the second threshold value. it is a device which is characterized in that been configured to determine a smooth road if it does not exceed the value.

In the invention of claim 2, the continuously variable transmission whose torque capacity changes according to the clamping pressure for clamping the torque transmitting member is disposed between the power source and the drive wheel, and the output rotational speed of the continuously variable transmission Alternatively, in the control means of the continuously variable transmission that controls the continuously variable transmission based on a change according to the road surface state of the rotational speed of the rotating member including the drive wheel connected to the output side of the continuously variable transmission, Means for filtering the detected value of the rotational speed, integration means for integrating the value obtained by the filtering, time window integration, means for obtaining a change amount of the value obtained by the filtering, and the time window integrated value Road surface state determination means for determining a road surface state based on the change amount, means for determining whether the change amount is equal to or greater than a predetermined first threshold value, the change amount and the time window integration Based on the value, an error input to the continuously variable transmission. A control means for controlling at least one of a gin torque and a clamping pressure of the continuously variable transmission, and the time window integral value is predetermined when the amount of change does not exceed the first threshold value. Means for determining whether or not the predetermined value is exceeded, and the control means reduces the torque of the engine when the amount of change is equal to or greater than the first threshold value, and the clamping pressure increase, also the feature that you including means for increasing the clamping pressure when the amount of change is the first and the time window integration value less than the threshold value exceeds a predetermined value is the equipment you.

According to inventions of claims 1, road surface condition detection values of the rotational speed corresponding to the wheel speed or which filters, based on the change amount of the accumulated or integrated value and filtering value the filtered value Therefore, even a minute change in the road surface can be determined as a road surface state, and the road surface is not determined only by such a minute change, so that an erroneous determination of the road surface state can be avoided or suppressed, and the road surface as a whole. Can be accurately determined. In other words, it is possible to accurately detect or determine the road surface state by removing or suppressing the influence of noise.

Further, according to the invention of claim 2, the filtered time window integration value, the minute rotation variation is taken, a road surface state based on said integral value and the change amount of the filtering value By determining, even a minute change in the road surface can be determined as the road surface state, and the road surface is not determined only by such a minute fluctuation, so that erroneous determination can be avoided or suppressed, and determination of the road surface state as a whole the can be accurately performed, yet the clamping pressure of the continuously variable transmission can be accurately set and child are based on the road surface condition, thereby improving the fuel economy of the vehicle while preventing slipping of the thus CVT Can do.

Furthermore, when a good road determination is made, the pinching pressure is reduced compared to when the determination is not made. Therefore, when the possibility of torque fluctuation due to a so-called disturbance is low, the continuously variable transmission is Reduces pinching pressure and improves power transmission efficiency, which in turn improves vehicle fuel efficiency, and reduces engine torque in the event of disturbances, preventing or suppressing slippage in continuously variable transmissions. can do.

  Next, the present invention will be described based on specific examples. First, a description will be given of a vehicle drive system and its control system, which are the subject of the present invention. FIG. 7 schematically shows a drive system including the belt type continuously variable transmission 1 as a transmission. The machine 1 is connected to a power source 5 via a forward / reverse switching mechanism 2 and a fluid transmission mechanism 4 with a lock-up clutch 3.

  The power source 5 is constituted by an internal combustion engine, or an internal combustion engine and an electric motor, or an electric motor, and is mainly a driving member that generates power for traveling. In the following description, the power source 5 is referred to as the engine 5. The fluid transmission mechanism 4 has, for example, a configuration similar to that of a conventional torque converter, and includes a pump impeller rotated by the engine 5, a turbine runner disposed so as to face the pump impeller, and a stator disposed therebetween. The turbine runner is rotated by supplying a spiral flow of fluid generated by the pump impeller to the turbine runner, and the torque is transmitted.

  In such torque transmission through the fluid, inevitable slip occurs between the pump impeller and the turbine runner, and this causes a reduction in power transmission efficiency. Therefore, the input member such as the pump impeller and the turbine runner A lock-up clutch 3 that directly connects an output side member such as the above is provided. The lock-up clutch 3 is configured to be controlled by hydraulic pressure, and is controlled to a fully engaged state, a fully released state, and a slip state that is an intermediate state between them, and further controls the slip rotation speed appropriately. It can be done.

  The forward / reverse switching mechanism 2 is a mechanism that is employed when the rotational direction of the engine 5 is limited to one direction, and outputs the input torque as it is or reversely outputs it. It is configured. In the example shown in FIG. 7, a double pinion type planetary gear mechanism is employed as the forward / reverse switching mechanism 2. That is, a ring gear 7 is arranged concentrically with the sun gear 6, and a pinion gear 8 meshed with the sun gear 6 and the pinion gear 8 and another pinion gear 9 meshed with the ring gear 7 are arranged between the sun gear 6 and the ring gear 7. The pinion gears 8 and 9 are held by the carrier 10 so as to rotate and revolve freely.

  A forward clutch 11 that integrally connects two rotating elements (specifically, the sun gear 6 and the carrier 10) is provided. Further, a reverse brake 12 is provided that reverses the direction of the output torque by selectively fixing the ring gear 7.

  The continuously variable transmission 1 has the same configuration as a conventionally known belt-type continuously variable transmission, and each of a driving pulley 13 and a driven pulley 14 arranged in parallel to each other includes a fixed sheave, a hydraulic type The movable sheave is moved back and forth in the axial direction by the actuators 15 and 16. Therefore, the groove width of each pulley 13 and 14 is changed by moving the movable sheave in the axial direction, and accordingly, the winding radius of the belt 17 wound around each pulley 13 and 14 (the effective diameter of the pulleys 13 and 14). ) Changes continuously, and the gear ratio changes steplessly. The drive pulley 13 is connected to a carrier 10 that is an output element in the forward / reverse switching mechanism 2.

  The hydraulic actuator 16 in the driven pulley 14 is supplied with hydraulic pressure (line pressure or its correction pressure) according to the torque input to the continuously variable transmission 1 via a hydraulic pump and a hydraulic control device (not shown). Yes. Therefore, each sheave in the driven pulley 14 holds the belt 17 so that tension is applied to the belt 17, and a holding pressure (contact pressure) between the pulleys 13, 14 and the belt 17 is ensured. . On the other hand, the hydraulic actuator 15 in the drive pulley 13 is supplied with pressure oil corresponding to the speed ratio to be set, and is set to a groove width (effective diameter) corresponding to the target speed ratio. .

  The driven pulley 14 is connected to a differential 19 through a gear pair 18, and torque is output from the differential 19 to driving wheels 20. Therefore, in the above drive system, the lockup clutch 3 and the continuously variable transmission 1 are arranged in series between the engine 5 and the drive wheels 20.

  Various sensors are provided in order to detect the operation state (running state) of the vehicle on which the continuously variable transmission 1 and the engine 5 are mounted. That is, a turbine rotation speed sensor 21 that detects an input rotation speed (rotation speed of the turbine runner) to the continuously variable transmission 1 and outputs a signal, and an input rotation speed that detects the rotation speed of the drive pulley 13 and outputs a signal. A sensor 22, an output rotation speed sensor 23 that detects the rotation speed of the driven pulley 14 and outputs a signal, and a wheel speed sensor 24 that detects the rotation speed of the drive wheel 20 and outputs a signal are provided. Although not specifically shown, an accelerator opening sensor that detects a depression amount of the accelerator pedal and outputs a signal, a throttle opening sensor that detects a throttle valve opening and outputs a signal, and a brake pedal are depressed. A brake sensor or the like that outputs a signal in case is provided.

  A transmission is used to control the engagement / release of the forward clutch 11 and the reverse brake 12, the control of the clamping force of the belt 17, the control of the transmission ratio, and the control of the lockup clutch 3. An electronic control device (CVT-ECU) 25 is provided. The electronic control unit 25 is configured mainly by a microcomputer as an example, performs calculations according to a predetermined program based on input data and data stored in advance, and various states such as forward, reverse, or neutral, Further, it is configured to execute control such as setting of a required clamping pressure, setting of a gear ratio, engagement / release of the lock-up clutch 3, and slip rotation speed.

  Here, an example of data (signal) input to the transmission electronic control unit 25 is a signal of the input rotation speed Nin of the continuously variable transmission 1 and a signal of the output rotation speed No of the continuously variable transmission 1. Are input from corresponding sensors (not shown). Further, an engine electronic control unit (E / G-ECU) 26 that controls the engine 5 receives a signal of an engine speed Ne, an engine (E / G) load signal, a throttle opening signal, an accelerator pedal (not shown). )), The accelerator opening signal is input.

  According to the continuously variable transmission 1, the engine speed, which is the input speed, can be controlled steplessly (in other words, continuously), so that the fuel efficiency of a vehicle equipped with the engine speed can be improved. For example, the target driving force is obtained based on the required driving amount represented by the accelerator opening and the vehicle speed, and the target output necessary to obtain the target driving force is obtained based on the target driving force and the vehicle speed. The engine speed for obtaining the target output with the optimum fuel consumption is obtained based on a map prepared in advance, and the gear ratio is controlled so as to be the engine speed.

  In order not to impair such an improvement in fuel consumption, the power transmission efficiency in the continuously variable transmission 1 is controlled to a good state. Specifically, the torque capacity of the continuously variable transmission 1, that is, the belt clamping pressure, can transmit the target torque determined based on the engine torque, and the belt clamping pressure is as low as possible without causing the belt 17 to slip. Be controlled.

  On the other hand, when the torque applied to the drive system including the continuously variable transmission 1 changes suddenly, such as when sudden braking or sudden acceleration occurs, or when a tire that rides on a fallen object or a step slips or when the tire slips. The torque capacity of the continuously variable transmission 1 is relatively insufficient, and there is a high possibility that the belt 17 will slip. As described above, when the continuously variable transmission 1 slips and causes partial wear or the like, this may damage the continuously variable transmission 1. Therefore, the device of the present invention detects a road surface state that becomes a disturbance to the control such as the pinching pressure of the continuously variable transmission 1, and executes control to increase the pinching pressure based on the road surface state.

  Here, the control for increasing the clamping pressure is a pressure higher than the clamping pressure normally set with a certain safety factor (pressure with a larger safety factor) based on the running state at that time or the driving state of the drive system. ) Is a control to increase and increase.

The detection and control device an example of the clamping pressure control is carried out in the road surface condition by a road surface state detection device of the present invention in FIG. 1 are shown in the flowchart. In the example shown here, first, the output rotation speed No is read (step S1). Specifically, the output rotational speed No is the rotational speed of the rotating member such as the driven pulley 14 or a driven shaft integral with the driven pulley 14, or the rotational speed or driving of the rotating member on the output side having a fixed relationship therewith. The number of rotations of the wheel 20. This rotational speed changes with changes in the vehicle speed, and also changes according to road surface conditions such as unevenness, and further includes components such as noise. For example, as shown in FIG. It becomes such a signal.

  Next, a band pass filter process is performed on the detected number of rotations (step S2). This is, for example, a process for removing a change component of the rotational speed due to a change in the vehicle speed, and a signal obtained as a result is, for example, as shown in FIG. The absolute value ((C) of FIG. 2) of the signal processed in this way is taken (step S3), and n pieces of data going back from the current time are integrated (step S4). The integration in step S4 is time window integration in a time corresponding to n pieces of data. On the other hand, the detected change amount of the rotational speed No or the rotational acceleration ΔNo is calculated (step S5).

  After performing the above calculation, the flag F is determined (step S6). This flag F is set to “1” when a so-called disturbance is determined and the clamping pressure is set to a high level. Further, the flag is set to “0” when the so-called disturbance converges or the clamping pressure is set to a low level because the disturbance is not judged.

  If “F = 0” is determined in step S6, the pinching pressure is set to the normal level, and it is not possible to cope with the inertia torque at the time of re-grip after tire slip or the negative torque due to sudden braking. Therefore, it is determined whether there is a disturbance such as tire slip or sudden braking (step S7). That is, it is determined whether or not the rate of change (acceleration) ΔNo of the output rotation speed No is equal to or greater than a first threshold value ΔNo1 that is a relatively large value.

  When the drive wheel 20 slips, the rotation speed of the drive wheel 20 and the rotation speed of the driven pulley 14 of the continuously variable transmission 1 to which the drive wheel 20 is connected increase rapidly, and this is the acceleration of the output rotation speed No. Appears as ΔNo increases. In addition, when sudden braking is performed, the rotational speed of the driving wheel 20 and the rotational speed of the driven pulley 14 of the continuously variable transmission 1 to which the driving wheel 20 is coupled are rapidly reduced. It appears as an increase in the absolute value of the acceleration ΔNo. Furthermore, the same situation also occurs when riding on a fallen object on the road surface or passing through an uneven portion, and these so-called disturbances can be determined based on the rotational acceleration.

  Therefore, if the determination in step S7 is affirmative, the output speed is changing rapidly due to disturbance, so the flag F is set to "1" (step S8) and then the engine torque. Is lowered (down) (step S9). This is to reduce the torque acting on the continuously variable transmission 1 from its input side. This control can be executed, for example, by retarding the ignition timing of the engine 5.

  Then, an instruction to set the clamping pressure to a high level is output (step S10). The high level of the clamping pressure is, in essence, the belt 17 in the continuously variable transmission 1 even if the torque on the output side or the torque acting on the continuously variable transmission 1 changes greatly due to the above disturbance. The clamping pressure is such that no slippage occurs. Specifically, for example, the line pressure that is the original pressure in the continuously variable transmission 1 is supplied to the actuator 16 in the driven pulley 14.

  That is, the control in step S9 and step S10 is a corresponding control when a disturbance is detected, and the torque acting on the continuously variable transmission 1 is reduced and the torque capacity or slippage of the continuously variable transmission 1 does not occur. Therefore, the excess amount of the transmission torque (the margin of transmission torque) with respect to the minimum transmission torque is increased as much as possible.

  On the other hand, if a negative determination is made in step S7 because no disturbance is detected, whether or not the integrated value (rotational speed time window integrated value) integrated in step S4 has exceeded a predetermined value. Is determined (step S11). As described above, this integrated value is obtained by subjecting the detected value of the number of rotations of the driven pulley 14 or a member rotating with a constant relationship thereto to band pass filter processing and integrating the time window. The value also includes In other words, the value reflects a slight unevenness of the road surface. The value increases or decreases for each time window, and eventually reflects the state of the road surface traveled between the current time and a predetermined time.

  Therefore, if the integrated value exceeds the predetermined value and a positive determination is made in step S11, the rotational fluctuation based on the road surface state is large to some extent and continues. As a result, it is determined that the road surface is a so-called bad road (or bad road). Therefore, in this case, the process proceeds to step S10 described above, and an instruction to set the clamping pressure to a high level is output. That is, since there is a possibility that the rotational fluctuation of the driving wheel and the accompanying negative torque increase due to traveling on a rough road, in order to prevent slippage in the continuously variable transmission 1 even when the torque increases, Increase the pinching pressure.

  Note that no slippage in the continuously variable transmission 1 has occurred and the vehicle continues to travel, so control for reducing the engine torque is not executed. In addition, it is arbitrary to set the hysteresis to the predetermined value (threshold value) in step S11 which is a reference for determining the good road and the non-good road. If hysteresis is set for the threshold value, hunting at the time of switching control of the clamping pressure between the high level and the normal level can be prevented.

  On the other hand, if a negative determination is made in step S11, it is determined that the road surface has no unevenness or is a so-called good road with little unevenness, so an instruction to set the clamping pressure to a normal level is output. (Step S12). This normal level clamping pressure is a clamping pressure preset as a pressure lower than the high level clamping pressure described above. Therefore, the clamping pressure does not become excessive with respect to the torque acting on the continuously variable transmission 1, in other words, the clamping pressure can be set as low as possible. Transmission efficiency can be improved and fuel consumption can be improved.

  If the determination of “F = 1” is established in step S6 described above, the pinching pressure is set to a high level in preparation for a disturbance at that time. Therefore, it is determined whether or not this high level state should be continued. Specifically, the rotational acceleration ΔNo is initially a positive value, and whether or not it has reached a predetermined value ΔNo0 or more via a negative value, or the rotational acceleration ΔNo is initially a negative value, and then predetermined It is determined whether or not the value ΔNo0 or more is reached (step S13).

  The former example is a case where the driving wheel 20 slips or idles during acceleration and its rotational speed increases, and then the gripping force is recovered to decrease the rotational speed and return to a predetermined rotational speed. Moreover, the latter example is a case where the vehicle is suddenly braked during traveling and the rotational speed of the wheel is lowered, and then the braking is released or the braking force is relaxed and the rotational speed is restored to a predetermined rotational speed.

  Therefore, if a negative determination is made in step S13, the change in the rotational speed due to the disturbance or the action of the inertia torque associated therewith has not been completed, so the process returns without performing any particular control. That is, the clamping pressure is maintained at a high level.

  On the other hand, if the determination in step S13 is affirmative, the fluctuation state of the rotational speed and torque due to the disturbance has converged, so the reduced engine torque becomes the torque before the reduction control. It is returned (step S14). In addition, control for returning the increased clamping pressure to the normal level is executed (step S15). Then, the flag F is set to “0” (step S16).

  Therefore, according to the control device of the present invention that performs the control shown in FIG. 1, the detection signal based on the rotational acceleration of any one of the rotating members on the output side of the continuously variable transmission 1 is not limited to the bandpass filter process. Then, the processing values are integrated, the road surface state is determined based on the integrated value, and the clamping pressure is made higher than normal or set to normal pressure according to the determination result. Therefore, it is possible to detect or determine the road surface state accurately and unprecedentedly, and it is possible to set the clamping pressure suitable for the actual road surface state. Therefore, slipping in the continuously variable transmission 1 can be avoided in advance, and at the same time, the pinching pressure can be made as low as possible to improve the fuel efficiency of the vehicle.

  Next, another control example executed by the control device of the present invention will be described with reference to the flowchart shown in FIG. The control example shown in FIG. 3 is a partial modification of the control example shown in FIG. 1 described above, and the clamping pressure to be set when there is no disturbance and when a good road is determined is the normal level. It is an example in which it is set so as to be divided into a low pressure and a low level. Therefore, in the control example shown in FIG. 3, steps S11 and S12 shown in FIG. 1 are changed, and the other steps are the same as those in FIG. 1, so only the parts different from FIG. 1 will be described, and the other control steps will be described. 3 is denoted by the same reference numerals as those in FIG. 1 and description thereof is omitted.

  If the absolute value of the rotational acceleration ΔNo is smaller than the predetermined value ΔNo1 that is the first reference value and a negative determination is made in step S7, the absolute value of the rotational acceleration ΔNo is less than the predetermined value ΔNo1 and the second value It is determined whether or not the reference value is a predetermined value ΔNo2 or more (step S111). If an affirmative determination is made in step S111, the rotational acceleration ΔNo will be somewhat large although there is no rotational fluctuation due to disturbance, so the clamping pressure is set to a high level without reducing the engine torque. To do. That is, it progresses to step S10 and the command which sets the high level pinching pressure is output. Note that step S111 may be replaced with step S11 shown in FIG.

  If a negative determination is made in step S111, it is determined whether or not the rotational acceleration ΔNo is equal to or greater than a predetermined value ΔNo3 (<ΔNo2) that is the third reference value (step S112). This step S112 is for determining whether the running state is a steady running state or a quasi-steady running state without disturbance.

  For example, as shown in FIG. 4, a predetermined input torque width centered on the road load or an engine load width region is predetermined as a quasi-steady state traveling region, and the engine load changes within the region. The maximum rotational acceleration that occurs in this case or a value determined based on this is the predetermined value ΔNo3. In FIG. 4, a hatched area where the engine load is low is an area where the clamping pressure is determined and set with the engine load or the input torque set to a predetermined constant value.

  Therefore, if the determination in step S112 is affirmative, the engine load is relatively large or, on the contrary, relatively small and is not in a quasi-steady running state, so that the clamping pressure is brought to a normal level. Setting is made (step S113). On the other hand, if a negative determination is made in step S112, the rotational acceleration is smaller than the predetermined value ΔNo3 and the vehicle is in a steady running state or a quasi-steady running state, so whether or not the integrated value exceeds the predetermined value. Is determined (step S114). This is a determination step similar to step S11 shown in FIG.

  If a negative determination is made in step S114, it is determined that the vehicle is traveling on a smooth road with little road surface unevenness, and the traveling state at that time is a steady state or a quasi-steady state. An instruction to set to a low level is output (step S115). This low level is a pressure lower than the normal level described above in a range that does not cause the continuously variable transmission 1 to slip. In other words, the pressure is obtained by reducing the excess amount (margin width) of the clamping pressure with respect to the lowest clamping pressure at which slip does not occur. Therefore, in this case, the power transmission efficiency in the continuously variable transmission 1 and the fuel efficiency of the vehicle are improved.

On the other hand, if the determination in step S114 is affirmative, the rotational speed fluctuates due to the influence of the road surface, and the road surface is an unfavorable road. Therefore, in this case, it is determined whether or not the rotational acceleration ΔNo is equal to or larger than a fourth reference value ΔNo4 that is a smaller value (step S116). Here, if the magnitude relationship of each reference value for the determination of the rotational acceleration ΔNo is shown,
ΔNo1>ΔNo2>ΔNo3> ΔNo4
It is.

  Therefore, in step S116, whether or not the change in the output rotational speed or the rotational speed on the output side that is in a fixed relationship with the traveling speed on the non-rough road is quite small, in other words, there is almost no rotational fluctuation. It will be judged. Therefore, if a negative determination is made in step S116, there is little possibility that the torque acting on the continuously variable transmission 1 will change greatly even when traveling on a non-good road. Set to level. On the other hand, if a positive determination is made in step S116, the road surface state is a non-defective road state even in a quasi-steady driving state, and rotational fluctuations have occurred to some extent. Therefore, the clamping pressure is set to the normal level based on the road surface condition (step S113).

  Therefore, when it is configured to execute the control shown in FIG. 3, it is possible to accurately control the clamping pressure in accordance with the road surface condition, and also when the vehicle is traveling on a good road and in a quasi-steady state. In addition, since the clamping pressure can be further reduced, the fuel consumption is further improved.

  Furthermore, another control example executed by the control device of the present invention will be described. The control example shown in FIG. 5 is an example in which a vibration component that becomes noise is removed to improve the determination accuracy of the road surface state. Reading of the rotation speed No on the output side (step S201) and its bandpass The filter process (step S202) is executed in the same manner as the control examples shown in FIGS.

  Next, it is determined whether or not the bandpass filter processing values can be accumulated (integrated) (step S203). If a negative determination is made in step S203 due to the inability to integrate, the process returns without performing any particular control. On the other hand, if a positive determination is made in step S203, the absolute value of the bandpass processing value is taken and the n pieces of data are integrated (step S204). In other words, time window integration is performed.

  An annealing process is performed to remove the vibration component of the integrated value (step S205). This is a low-pass filter process as an example. Then, it is determined whether or not the integrated value Snout_lo (i) after the low-pass filter processing is larger than a predetermined value Snout1 set in advance as a reference value (step S206).

  This step S206 is a determination step according to step S11 shown in FIG. 1 and step S114 shown in FIG. Therefore, when an affirmative determination is made in step S206, it means that the vehicle is traveling on a rough road (bad road), and a bad road determination is made. That is, the flag Fb is set to “1” (step S207). Next, the counter Cd for determining that the non-rough road has ended is reset to zero, and then the process returns.

  On the other hand, if a negative determination is made in step S206, it means that the vehicle is traveling on a good road. In this case, it is determined whether or not the bad road determination flag Fb is “1”. (Step S209). That is, it is determined whether or not the previous road surface state is a non-defective road. If the previous road surface state is not a bad road but a good road, and a negative determination is made in step S209, the process returns without performing any particular control.

  On the other hand, if the previous road surface condition is a non-good road and the determination in step S209 is affirmative, the above-mentioned counter for rough road end (rough road end counter) Cd is incremented. (Step S210). Then, it is determined whether or not the count value exceeds a predetermined value Cd0 (step S211). If not exceeded, the process returns. On the other hand, if it is determined affirmative in step S211 because the count value of the rough road end counter Cd exceeds the predetermined value Cd0, the determination of the rough road end is made (step S212). That is, the rough road end counter Cd and the rough road determination flag Fb are reset to zero. Therefore, when the integrated value Snout_lo (i) after the low-pass filter processing becomes continuously larger than the predetermined value Snout1 a plurality of times, the end of the rough road is determined.

  Note that when the rough road determination is satisfied, the pinching pressure of the continuously variable transmission 1 is set to a high level, and when the rough road determination is not satisfied or when the end of the rough road is determined, the pinching pressure The control for the clamping pressure such as setting to a normal level may be executed in the same manner as the control example shown in FIG. 1 or the control example shown in FIG. Each of the predetermined values Snout1 and Cd0 may be a fixed value, or may be a value that changes according to the running state of the vehicle such as acceleration / deceleration, accelerator opening, and vehicle speed.

  Therefore, when the control shown in FIG. 5 is executed, the integrated value of the output side rotational speed subjected to the band-pass filter processing is further smoothed (for example, low-pass filter processing), and the result is obtained. Since the road surface state is determined based on the value, the road surface state can be accurately determined. Since the clamping pressure of the continuously variable transmission 1 is controlled to be high or low based on this, it is possible to effectively prevent slippage in the continuously variable transmission 1 and to avoid fuel consumption by avoiding excessive clamping pressure. Can be improved.

  In the present invention, instead of determining the road surface condition based on the above-described integrated value obtained by the band-pass filter processing or the value obtained by smoothing the integrated value, the integrated value or the smoothed processing value and the continuously variable transmission 1 The road surface condition may be determined based on the rotational acceleration on the output side. For example, as shown in FIG. 6, first, the output side rotational speed No is read (step S401) and the rotational acceleration ΔNo is calculated (step S402).

  Next, it is determined whether or not the rotational acceleration ΔNo is greater than or equal to a predetermined value α (step S403). If the determination in step S403 is affirmative, for example, the drive wheel 20 temporarily slips through a depression formed on the road surface, or the drive wheel 20 temporarily moves over a fallen object or protrusion. It is considered that the rotational acceleration ΔNo has increased due to, for example, idling of the vehicle, so that a rough road determination is established and the flag Fd is set to “0” (step S404). On the other hand, if a negative determination is made in step S403, the end of the rough road is determined and the flag Fd is reset to zero (step S405).

  The clamping pressure may be positively controlled based on the flag Fd set in this way and the rough road determination flag Fb used in the control example of FIG. Specifically, when both of these flags Fd and Fb are set to “1”, the clamping pressure is set to a high level, and on the contrary, one of the flags Fd and Fb is set to “0”. When it is set, the clamping pressure may be set to the normal level.

  As described with reference to FIG. 3, in the present invention, in the quasi-steady running state, the clamping pressure may be set to a lower pressure than the normal level, and in that case, in series with the continuously variable transmission 1. A clutch such as the lock-up clutch 3 connected to the vehicle can function as a so-called torque fuse for the continuously variable transmission 1. This is because the excess amount (margin width) of the engagement pressure with respect to the minimum engagement pressure in the range where the clutch does not slip is set to the minimum clamping pressure in the range where the slip in the continuously variable transmission 1 does not occur. If the pressure is set to be smaller than the excess amount (margin width) and the torque acting on the drive system increases, the clutch slips before the continuously variable transmission 1, and more continuously. This function prevents torque from acting on the transmission 1.

  When the control for causing the clutch to function as the torque fuse is used in combination, when the clamping pressure is increased as described above, the increase in the clutch engagement force is delayed with respect to the increase in the clamping pressure, and conversely the clamping is performed. When the pressure is lowered, the clutch engagement pressure is lowered in advance. This is to ensure the function as a torque fuse of the clutch even in a transient state.

Here, the relationship between the above specific example and the present invention will be briefly described. The functional means of step S2 and step S202 described above correspond to the processing means of the present invention, and the functional means of step S4 and step S204. The means corresponds to the integrating means of the present invention, and the functional means of step S11, step S114 and step S206 correspond to the road surface condition determining means of the present invention. Further, steps S10 and S12 and steps S113, functional means in step S115 is, you corresponds to control means of the present invention.

  In addition, this invention is not limited to said specific example, The determination of a road surface state is good also as determining by dividing into three or more types other than two types of determination of a good road and a non-good road. The continuously variable transmission targeted in the present invention is not limited to a belt type, and may be a traction type. In the above specific example, the example in which the band pass filter process is performed as the filter process has been described. However, in the present invention, a high pass filter process may be performed instead. In that case, a high-frequency component is included in the filtered signal, but the road surface condition can also be determined by such a signal.

It is a figure which shows the flowchart for demonstrating an example of the detection and control of the road surface state by the apparatus of this invention. It is a wave form diagram which shows typically the detected signal, the signal which carried out the band pass filter process, and the absolute value, respectively. It is a figure which shows the flowchart for demonstrating the other example of the road surface state detection and control by the apparatus of this invention. It is a figure for demonstrating the area | region of the steady running state in the control shown in FIG. 3, and a semi-steady running state. It is a figure which shows the flowchart for determination of the other road surface state by the apparatus which concerns on this invention. It is a figure which shows an example of the flowchart for determining a road surface state based on the acceleration of the rotation speed on the output side. It is a figure which shows typically the drive system and control system of the vehicle carrying the continuously variable transmission which concern on this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Continuously variable transmission, 3 ... Lock-up clutch, 5 ... Engine (power source), 13 ... Drive pulley, 14 ... Driven pulley, 15, 16 ... Actuator, 17 ... Belt, 20 ... Drive wheel, 25 ... Transmission Electronic control unit (CVT-ECU).

Claims (2)

In a road surface state detection device that filters a detection value of a rotation speed of a wheel or a rotation speed of a predetermined rotating member that rotates with a constant relationship with the wheel, and detects a road surface state based on the filtered value,
Integrating means for integrating the filtered values;
Means for determining a change amount of the filtered value;
Road surface state determining means for determining a road surface state based on the amount of change and the integrated value;
Means for determining whether or not the amount of change is equal to or greater than a predetermined first threshold;
Means for determining whether or not an integrated value by the integrating means exceeds a predetermined second threshold value , and the road surface condition determining means has the amount of change equal to the first threshold value. beyond the integrated value when no is one of determining whether more than a second threshold value, the road surface state and determine the constant of the change amount is the disturbance in the case of more than the first threshold value When the amount of change or acceleration of the rotational speed is less than the first threshold value and the integrated value exceeds the second threshold value , it is determined that the road is not good , and the rotational speed road surface condition detecting the variation or acceleration, characterized in that been configured to determine a smooth road when the first of said integrated value and below a threshold does not exceed the second threshold apparatus.   A continuously variable transmission, the torque capacity of which changes according to the clamping force that sandwiches the torque transmitting member, is disposed between the power source and the drive wheels, and the output speed of the continuously variable transmission or the output of the continuously variable transmission In a continuously variable transmission control means for controlling the continuously variable transmission based on a change in accordance with a road surface state of the rotational speed of a rotating member including a driving wheel connected to the side,
  Means for filtering the detected value of the rotational speed;
  An integration means for integrating the value obtained by the filtering process with a time window;
  Means for obtaining a change amount of the value obtained by the filtering process;
  Road surface state determining means for determining the road surface state based on the time window integral value and the amount of change;
  Means for determining whether or not the amount of change is equal to or greater than a predetermined first threshold;
  Control means for controlling at least one of engine torque input to the continuously variable transmission and clamping pressure of the continuously variable transmission based on the change amount and the time window integral value;
  Means for determining whether or not the time window integral value exceeds a predetermined value when the amount of change does not exceed the first threshold value;
And
  The control means reduces the engine torque and increases the clamping pressure when the change amount is equal to or greater than the first threshold value, and the change amount is less than the first threshold value. A control device for a continuously variable transmission, further comprising means for increasing the clamping pressure when the time window integral value exceeds a predetermined value.

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