JPH08338490A - Control unit of vehicle with continuously variable transmission - Google Patents

Abstract

PURPOSE: To compensate a torque shift in the case where a throttle opening variation is little so smoothly by detecting a variation from a target transmission ratio, and when a required compensation value conformed to this deviation is larger than the compensable value, having the extent of torque turned down. CONSTITUTION: Supposing that torque of an engine 1 inputted into a continuous variable transmission 10 is varied, a gear ratio altering means 9 compensates it to the actual gear ratio according to a deviation out of a target gear ratio. At this time when the required compensation value conformed to the deviation exceeds the specified compensable value being followable by this gear ratio altering means 9, the extent of torque-down is requested to an engine controller 2, and the gear ratio is compensated as reducing the torque to be temporarily inputted into the transmission 10. With this constitution, any response delay of the gear ratio altering means 9 is compensated, and any torque shift in this continuously variable transmission 10 to be generated according to a variation in engine torque is thus compensable quickly and accurately. Especially, even in the case where variations in throttle opening are little, sudden engine speed and torque variations at the output side are checked, and thus any torque shift is smoothly compensable.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement of a control device for controlling an engine and a transmission in a vehicle equipped with a continuously variable transmission.

[0002]

2. Description of the Related Art In a continuously variable transmission used in a vehicle, a shift control controller corrects a deviation of an actual transmission ratio based on a target transmission ratio and an input torque. Japanese Laid-Open Patent Application No. 2-3751 and Japanese Patent Laid-Open No. 4-1751
Japanese Patent No. 165155 is known.

In the former continuously variable transmission, the belt clamping force of the V-belt type continuously variable transmission is adjusted in proportion to the engine torque to stabilize the torque transmission, while in the latter continuously variable transmission.
The actuator that controls the gear ratio according to the increase of the engine torque is corrected to the side where the gear ratio becomes smaller to ensure the stability of the gear ratio with respect to the change of the engine torque, and the shift of the gear ratio is prevented. However, when the throttle opening increases and a large downshift occurs, it is possible to correct the shift in the gear ratio that occurs in the continuously variable transmission.

[0004]

By the way, in the continuously variable transmission, as shown by the S range in the drawing of FIG. 13, the gear ratio is fixed within a predetermined vehicle speed range to provide drivability similar to that of the manual transmission. A sports mode or the like can be set, and in a normal shift control (for example, D range), the throttle opening TVO is used as a parameter to change the gear ratio, whereas in the S range of FIG. 13, the throttle opening TVO is set.
Despite this, the gear ratio is fixed within a predetermined range.

However, in the above conventional control device, when the change of the gear ratio is large (the throttle opening TV
Although it is possible to surely correct the change such as the change of O to the vicinity of the fully open position, it is possible to perform the shift control in the sports mode in which the gear ratio is fixed within a predetermined vehicle speed range, or to change the gear ratio such that the change of the gear ratio is small. In the pattern, the throttle opening T
When the fluctuation amount of VO is small, as shown in FIG.
At time Ta, the throttle opening TVO is 0 to 3 /
When it increases to 8, a torque shift occurs in which the actual gear ratio changes in the continuously variable transmission due to the change in engine torque, and the actual gear ratio increases to a side larger than a predetermined value as the engine torque increases. The shift is shifted down and the shift down is corrected by a step motor as an actuator for controlling the gear ratio.
Since the control amount of the actuator is limited to the response characteristics,
It is not possible to follow the increase in the input shaft speed due to downshifting,
From time Tb when the correction by the actuator is effective and the gear ratio starts to decrease again toward the predetermined value, an upshift occurs due to the decrease of the gear ratio, so that the torque of the output shaft changes due to the temporarily increased input shaft speed. As shown in the portion A in the figure, the torque of the output shaft fluctuates due to this abrupt torque fluctuation, so the drivability may decrease in the region where the fluctuation of the throttle opening TVO is small. When the downshift amount is small with respect to the change of the opening TVO (when the increase of the target rotation speed of the input shaft is small), or when the upshift amount is small with respect to the change of the throttle opening TVO (the target of the input shaft). Similarly, in the case where the decrease in the number of revolutions is small), the torque of the output shaft suddenly changes, and the drivability deteriorates.

Therefore, the present invention has been made in view of the above problems, and controls a vehicle with a continuously variable transmission capable of suppressing an excessive torque fluctuation of the output shaft even when the fluctuation amount of the throttle opening TVO is small. The purpose is to provide a device.

[0007]

A first aspect of the present invention is, as shown in FIG. 15, a gear ratio changing means 201 for changing the gear ratio of a continuously variable transmission 10 and a target gear ratio according to the operating condition of a vehicle. And a gear change control means 200 for controlling the gear ratio changing means 201 according to the target gear ratio, and an engine control means 210 for controlling the engine 1 according to the driving state of the vehicle. In a control device for an engine-equipped vehicle, a deviation detecting unit 202 for detecting a deviation of a gear ratio from the target gear ratio, a correcting unit 203 for instructing a necessary correction amount corresponding to the deviation to the gear ratio changing unit, Determination means 204 for determining whether or not the required correction amount is less than or equal to a predetermined correctable amount that can be followed by the gear ratio changing means,
If the required correction amount is larger than the correctable amount in this determination, the engine control unit 210 is provided with a torque reduction unit 211 that requests a torque reduction.

In a second aspect based on the first aspect, the shift control means fixes the target gear ratio to a predetermined value within a predetermined vehicle speed range.

A third invention is the first or second invention.
In the invention, the determining means determines the necessary correction amount based on a predetermined correctable amount that changes according to the magnitude of the deviation.

[0010]

Therefore, according to the first aspect of the invention, when the engine torque input to the continuously variable transmission fluctuates, the gear ratio changing means corrects the actual gear ratio in accordance with the deviation from the target gear ratio. At this time, if the required correction amount according to the deviation exceeds a predetermined correctable amount that can be followed by the gear ratio changing means,
Since it is determined that the torque change cannot be followed by the correction by the gear ratio changing means, the engine control means is requested to reduce the torque, and the gear ratio is corrected while temporarily reducing the torque input to the continuously variable transmission. By compensating the response delay of the gear ratio changing means, the torque shift of the continuously variable transmission that occurs according to the fluctuation of the engine torque can be promptly and surely corrected without impairing the drivability. Even when the change in the target gear ratio is small, that is, when the change in the target gear ratio is small, the torque shift can be smoothly corrected while suppressing the rapid rotation speed and torque fluctuation that occur in the output shaft.

Further, according to the second aspect of the invention, the gear shift control means sets the target gear ratio to a predetermined value regardless of the throttle opening or the like in a predetermined vehicle speed range, so that the torque shift that occurs according to the change of the throttle opening. It is possible to suppress rapid torque fluctuation of the output shaft while suppressing the torque quickly and reliably.

Further, according to the third aspect of the invention, since the correctable amount is changed according to the magnitude of the deviation, the target gear ratio is largely changed when the downshift amount is small or the gear ratio is maintained. Even if the change in the throttle opening is small, it is possible to suppress the rapid rotation speed or torque fluctuation by temporarily reducing the engine torque.

[0013]

Embodiments of the present invention will be described below with reference to the accompanying drawings.

As shown in FIG. 1, the continuously variable transmission 10 is set to a predetermined gear ratio according to the operating state of the vehicle by the gear ratio changing means 9 controlled by the gear shift control controller 2.

The shift control controller 2 is connected to the engine control controller 3 for controlling the engine 1 and reads the engine speed Ne, the throttle opening TVO and the torque reduction amount Tdw detected by the crank angle sensor 8 while continuously variable. The input shaft rotation speed Nt and the output shaft rotation speed No from the input shaft rotation sensor 6 and the output shaft rotation sensor 7 of the transmission 10 are read, and the target gear ratio RTO according to the operating state is commanded to the gear ratio changing means 9. .

Here, as the continuously variable transmission 10,
A continuously variable transmission device 40 is provided between the torque converter 12 coupled to the engine 1 and the continuously variable transmission 10 and is constituted by a half toroidal type continuously variable transmission as shown in FIG. The rotation direction of the input shaft 16 of the machine 10 is switched.

The continuously variable transmission 10 includes the first toroidal transmission unit 1.
8 and the second toroidal speed change unit 20 and two sets of input / output disks 18a, 18b and 20a, 20b are shown, and between the input disk 18a and the output disk 18b of the first toroidal speed change unit 18. As shown in FIG. 3, the pair of sandwiched power rollers 18c are pivotally supported by an offset rotary shaft 50b.

The rotating shaft 50b is supported by a trunnion shaft 50a which allows rotation around the shaft, and the trunnion shaft 50b.
The actuator 50 is driven in the vertical direction in the figure by the actuator 50, and the gear ratio is continuously changed by changing the inclination angle of the power roller 18c according to the vertical displacement of the trunnion shaft 50a. The other power rollers also include a rotating shaft, a trunnion shaft, and an actuator, which are not shown.

As shown in FIG. 3, this actuator 5
0 is a control valve 60 as the gear ratio changing means 9.
The control valve 60 displaces the spool 63 by a step motor 61 that responds to a command from the shift control controller 2 to selectively move the oil chamber 50L to drive the trunnion shaft 50a up and the oil chamber 50H to drive down. By supplying the hydraulic pressure, the trunnion shaft 50a coupled to the piston 50P is driven in the up-down direction to change the inclination angle of the power roller 18c, and the gear ratio is reduced by the rise of the trunnion shaft 50a and the gear is upshifted to the Hi side. On the other hand, when the vehicle is lowered, the gear ratio is increased and the gear is downshifted to the Low side.

At the lower end of the trunnion shaft 50a in the figure, a precess cam 67 for feeding back the displacement amount of the trunnion shaft 50a to the control valve 60 is provided, and a sleeve 64 driven via the precess cam 67 is provided.
Is relatively displaced between the control valve 60 and the sleeve 64, so that the hydraulic pressure supplied to the actuator 50 is adjusted.

The shift control controller 2 determines the amount of displacement of the spool of the control valve 60 based on the calculated target gear ratio RTO, and drives the step motor 61 in accordance with this amount of displacement to drive the continuously variable transmission 10. The inclination angle of the power roller is set to a value according to the gear ratio.

An example of the control performed by the shift control controller 2 is shown in the flow charts of FIGS. 4 to 7, and will be described in detail with reference to these flow charts. It should be noted that each flow chart is executed every predetermined time, for example, every 10 msec.

FIG. 4 is a flow chart for detecting the operating state of the vehicle. In step S1, the engine speed Ne, the throttle opening TVO, the torque reduction amount Tdw and the intake air amount Qa are read from the engine control controller 3 and are continuously operated. The input shaft rotation speed Nt and the output shaft rotation speed No are read from the transmission 10.

Then, in step S2, the output shaft speed No is multiplied by the conversion constant A to obtain the vehicle speed VSP.

The target gear ratio RTO is, as shown in FIG.
The shift control for fixing the gear ratio within the predetermined vehicle speed range shown in FIG. 13 of the conventional example is performed, the target input speed tNt is calculated from the calculated vehicle speed VSP, and the target input speed tNt is divided by the vehicle speed VSP. Then, the target gear ratio RTO is obtained.

Then, a step motor 61 for driving the control valve 60 according to the target gear ratio RTO.
The control amount STP of is calculated from the preset no-load step table.

The flowchart of FIG. 5 is based on the above step S.
The gear shift control is performed according to the operating state read in 1-2, and first, in step S20, the torque T input to the continuously variable transmission 10 for calculating the torque shift correction amount is calculated.
Estimate in. The input torque Tin is the engine torque Ne calculated in step S1, the engine torque Te calculated from the intake air amount Qa, and the throttle opening TVO, and the preset torque converter 12
The torque ratio t (e) and the inertia Ii that changes according to the gear ratio are calculated based on the following equation.

Tin = Te × t (e) -Ii × dNi Note that dNi represents the input shaft acceleration.

If the torque corresponding to the inertia energy can be ignored, the engine torque Te is estimated from the engine speed Ne and the intake air amount Qa, and this is multiplied by the torque ratio t (e) of the torque converter 12. What is used as the input torque Tin is represented by the following equation in this case.

Tin = Te (Ne, Qa) × t (e) On the other hand, when the torque of the engine 1 is reduced, Tin = (Te-Tdw) × t (e), and the torque reduction amount Tdw obtained from the engine controller 3 To use. The torque reduction amount Tdw
May be estimated by an internal model or the like.

In step S21, a necessary correction amount TS1 for correcting the torque shift generated in the continuously variable transmission 10.
Is calculated.

Here, as shown in FIG. 3, the torque shift generated in the toroidal type continuously variable transmission 10 rises and falls depending on the input torque at the free end of the rotary shaft 50b that pivotally supports the power roller 18c. Since the rotating shaft 50b is elastically deformed, the tilt angle of the power roller 18c is also changed in accordance with the elastic deformation of the rotating shaft 50b, and this vertical force is also applied to the trunnion shaft 50a, so that the trunnion shaft 50a is elastically deformed in the axial direction. The tilt angle of the power roller 18c changes, and in addition, the tilt angle of the power roller 18c also changes due to rattling of a bearing that supports the power roller 18c.

The elastic shift of the transmission mechanism or the torque shift caused by the rattling of the mechanism causes the torque shift as shown in FIG.
It changes according to the gear ratio and the input torque, and when the gear ratio R is set in the figure, the inclination angle of the power roller decreases as the input torque increases, and the gear ratio moves toward R'on the low side. However, the tilt angle of the power roller corresponding to the position of the spool of the control valve deviates from the desired gear ratio.

The necessary correction amount TS1 required for correcting the shift of the gear ratio is a map of the target gear ratio RTO determined from the input torque Tin and the target input speed tNt (see the compensation step table shown in FIG. 8). Equivalent). It should be noted that this map is set in advance by experiments or the like.

The above-mentioned step S21 constitutes the compensation loop shown in FIG. 8, which is obtained by adding the control amount STP corresponding to the target gear ratio RTO obtained from the no-load step table to the calculated necessary correction amount TS1. Step motor 6
The target control amount DSRSTP is 1.

In step S22, the process of the flowchart shown in FIG. 6 is performed to correct the target control amount DSRSTP according to the response speed of the step motor.

That is, in FIG. 6, assuming that the control amount per unit time of the step motor is DSTP, the control amount ASTP actually output to the step motor reaches the target control amount DSRSTP until the control amount DS per unit time is reached.
The spool 63 of the control valve 60 is driven by increasing or decreasing by TP.

Next, in step S23, a torque shift correctable amount TS2 is calculated from the input shaft rotational speed Nt, the target input rotational speed tNt, and the required correction amount TS1. This correctable amount TS2 is the shift response of the continuously variable transmission and the required correction amount T
It is determined by the magnitude of S1, and the gear shift responsiveness largely depends on the input shaft rotation speed Nt.

In step S24, the required correction amount TS1 and the correctable amount TS2 are compared. If the required correction amount TS1 is larger than the correctable amount TS2, the process proceeds to step S25 to request the engine controller 3 to reduce the torque. 10 msec if the required correction amount TS1 is equal to or less than the correctable amount TS2 while the torque down request signal Se is output.
The control amount ASTP to the step motor is output according to the flowchart of FIG.

The correctable amount TS2 will be described in detail.

The correctable amount TS2 is the input shaft speed Nt.
Then, the difference between the target input rotation speed tNt and the actual input shaft rotation speed Nt and the required correction amount TS1 are determined as parameters, and are set as the correctable surface shown in FIG.

FIG. 9 shows the Z-axis as the target input speed tNt, X.
Axis is the actual input shaft speed Nt, Y axis is the required correction amount TS1
And the target input speed tNt = N
The surface connecting the line t and Nt = f (TS1), which is a predetermined function, is set as the correctable surface.

An area above the correctable surface is an OK zone in which the torque shift can be corrected by the shift control, while an area below the correctable surface in the figure cannot follow the torque shift due to the response of the shift control. It becomes a zone.

First, focusing on the relationship between the target input rotational speed tNt and the input shaft rotational speed Nt in the three-dimensional map of FIG. 9, the result is as shown in FIG. 10, and the region above the line of tNt = Nt in the drawing. Then, while the target input speed tNt rises above the input shaft speed Nt, the target input speed tNt falls below the input shaft speed Nt in the region below tNt = Nt.

In FIG. 9, when the required correction amount TS1 is very small, the line on which tNt = Nt is almost correct is a correctable line, that is, the target input speed tNt.
When it is necessary to correct the output shaft torque, the torque shift acts to increase the actual input shaft speed Nt. At this time, if the target input speed tNt increases, the output shaft torque jumps out due to the torque shift. Does not occur, and therefore, rotation fluctuation of the output shaft does not occur.

On the other hand, when the required correction amount TS1 is large, the input torque T increases when the required correction amount TS1 increases.
Since in also increases, the slope of the correctable line determined by the target input speed tNt and the input shaft speed Nt increases.

Here, since the target input speed tNt is the target value of the actual input shaft speed Nt, in FIG.
Considering the case where there is no difference between the actual input shaft speed Nt and the target input speed tNt, tNt = Nt. Therefore, dividing both sides by Nt yields tNt / Nt-1 = 0 (1) On the other hand, Focusing on the relationship between the target input speed tNt and the required correction amount TS1, tNt = f (TS1).

Therefore, the correctable surface shown in FIG. 9 is set as follows.

TNt / Nt-1 + f (TS1) = 0 (2) tNt / Nt-1 = -f (TS1) (3) tNt / Nt-1 = g (TS1) (4) tNt-Nt) / Nt = g (TS1) (5) This equation (5) is represented by the graph of FIG.
An area that can be corrected by the shift control is set according to the difference between S1, the target input speed tNt, and the input shaft speed Nt. The upper part of the correctable line set by the predetermined function g (TS1) is the correctable region (OK zone), while the lower part of the correctable line is the region (NG zone) that cannot be followed by the correction by the shift control. Become.

Correctable amount TS2 set as described above
Determines whether the shift control controller 2 can correct the torque shift according to the variation of the input torque,
When the required correction amount TS1 of the continuously variable transmission 10 exceeds a presettable correction amount TS2 according to the shift responsiveness or the like, a torque down request signal Se is sent to the engine controller 3 and the engine 1 side. By reducing the torque with, the response delay of the gear ratio changing means 9 and the like is compensated,
It is possible to prevent the torque from jumping out as in the conventional example in a region where the fluctuation of the throttle opening TVO is small, and prevent excessive rotation fluctuation and torque fluctuation of the drive shaft, thereby improving drivability and riding comfort. It becomes possible.

The torque reduction performed on the engine 1 side is appropriately performed by timing retard of ignition timing, fuel cut or fuel increase, operation of the idle speed control valve or the second throttle, and the like.

Further, in the above embodiment, the shift map for fixing the gear ratio within a predetermined vehicle speed range is used, but the present invention is not limited to this, and a general gear ratio is changed according to the throttle opening. The same applies when the shift map is used.

In the above embodiment, the toroidal type transmission is shown as the continuously variable transmission, but although not shown,
The same applies when a continuously variable transmission such as a belt type is adopted.

[0054]

As described above, according to the first aspect of the invention, when the required correction amount according to the deviation exceeds the predetermined correctable amount that the gear ratio changing means can follow, the correction by the gear ratio changing means is not performed. It is judged that the torque fluctuation cannot be followed, and the engine control means is requested to reduce the torque, and the gear ratio is corrected while temporarily reducing the torque input to the continuously variable transmission. The torque shift of the continuously variable transmission that occurs according to the fluctuation of the engine torque can be quickly and reliably corrected while compensating for the above and suppressing the excessive rotation speed and torque fluctuation of the output shaft of the continuously variable transmission. In particular, even when the change in the throttle opening is small, that is, when the change in the target gear ratio is small, a smooth torque shift can be performed while suppressing the rapid rotation speed fluctuation and torque fluctuation that occur on the output shaft. It is possible to correct it is possible to improve the driveability and riding comfort.

Further, according to the second aspect of the invention, the gear shift control means sets the target gear ratio to a predetermined value regardless of the throttle opening or the like within a predetermined vehicle speed range, so that the torque shift generated in response to the change of the throttle opening. It is possible to improve the drivability and the riding comfort by suppressing the rapid rotation speed fluctuation and the torque fluctuation of the output shaft while suppressing the speed quickly and surely.

Further, in the third aspect of the invention, since the correctable amount is changed according to the magnitude of the deviation, the target gear ratio does not greatly change when the downshift amount is small or the gear ratio is maintained. Even when the change in the throttle opening is small, the torque shift is corrected while temporarily reducing the engine torque to suppress abrupt rotation speed and torque fluctuations of the output shaft to improve drivability and ride comfort. Can be improved.

[Brief description of drawings]

FIG. 1 is a block diagram of a continuously variable transmission and an engine showing an embodiment of the present invention.

FIG. 2 is a schematic cross-sectional view of a continuously variable transmission.

FIG. 3 is a schematic diagram of a control valve and a hydraulic actuator.

FIG. 4 shows a flowchart showing an example of control.

FIG. 5 is a flowchart showing an example of control, showing a correctable amount determination unit.

FIG. 6 is a flowchart similarly showing an example of control, showing a control unit of the step motor.

FIG. 7 is a flowchart showing an example of control, showing an output unit to a step motor.

FIG. 8 is a block diagram showing an outline of shift control.

FIG. 9 is a graph showing a correctable surface, showing a relationship between a target input shaft rotational speed tNt, an input shaft rotational speed Nt, and a required correction amount TS1.

FIG. 10: Target input shaft speed tNt and input shaft speed Nt
The graph which shows the relationship of.

FIG. 11: Target input shaft speed tNt and input shaft speed Nt
6 is a graph showing the relationship between the difference and the required correction amount TS1.

FIG. 12 is a graph illustrating an outline of torque shift.

FIG. 13 is a shift map when a gear ratio is fixed within a predetermined vehicle speed range.

FIG. 14 is a graph showing shift characteristics in the case where the fluctuation of the throttle valve opening is small in the conventional example, and showing various values such as the input shaft speed, the output shaft torque, and the control amount of the actuator.

FIG. 15 is a claim correspondence diagram corresponding to any one of the first to third inventions.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 engine 2 speed change control controller 3 engine control controller 6 input shaft rotation sensor 7 output shaft rotation sensor 8 crank angle sensor 9 speed ratio changing means 10 toroidal type continuously variable transmission 16 input shaft 18 first toroidal speed change part 20 second toroidal speed change Part 60 Control valve 61 Step motor 200 Shift control means 201 Gear ratio changing means 202 Deviation detecting means 203 Correcting means 204 Judging means 210 Engine control means 211 Torque reducing means

Claims (3)

[Claims] 1. A gear ratio changing means for changing a gear ratio of a continuously variable transmission, a target gear ratio is calculated according to an operating state of a vehicle, and the gear ratio changing means is controlled according to the target gear ratio. In a control device for a vehicle with a continuously variable transmission, which comprises a shift control means for controlling the engine and an engine control means for controlling an engine in accordance with a driving state of the vehicle, a deviation detection for detecting a deviation of the gear ratio from the target gear ratio. Means, a correction means for instructing the gear ratio changing means with a necessary correction amount according to this deviation, and determining whether or not the necessary correction amount is below a predetermined correctable amount that can be followed by the gear ratio changing means. And a torque reduction means for requesting the engine control means to reduce the torque when the necessary correction amount is larger than the correctable amount in this judgment. vehicle Control device. 2. The control device for a vehicle with a continuously variable transmission according to claim 1, wherein the shift control means fixes the target gear ratio to a predetermined value within a predetermined vehicle speed range. 3. The determination unit according to claim 1, wherein the determination unit determines the required correction amount based on a predetermined correctable amount that changes according to the magnitude of the deviation. Control device for vehicles with continuously variable transmission.