JPWO2019176417A1 - Control device and control method for continuously variable transmission - Google Patents

Abstract

The continuously variable transmission control device (12) of the present invention performs feedback control based on the sensor values of a plurality of sensors so that the actual shift control value becomes the target shift control value. The control device (12) has a phase advance compensation unit (136, 137) that performs phase advance compensation for feedback control, and a notch frequency on the lower frequency side than the resonance frequency of the power transmission path between the power source and the drive wheel. A notch filter unit (130) including a notch filter having a minimum gain is provided. Due to the notch filter processing, the gain in the high frequency region is unlikely to increase.

Description

The present invention relates to a control device and a control method for a continuously variable transmission mounted on a vehicle.

Patent Document 1 discloses a technique for advancing and compensating the target gear ratio by the response delay of the actual gear ratio with respect to the target gear ratio with respect to the shift control of the continuously variable transmission.

In a continuously variable transmission, the resonance frequency of the power train may cause vibration in the front-rear direction. It is considered that the front-rear vibration occurs in combination with the torque fluctuation and the speed change of the continuously variable transmission when the stability of the gear ratio of the continuously variable transmission is insufficient with respect to the torque fluctuation of the power train. Therefore, it is conceivable to suppress the front-rear vibration by performing advance compensation and improving the stability of the gear ratio of the continuously variable transmission, that is, the vibration damping property. As the lead compensation, it is conceivable to perform the lead compensation by fixing the lead amount at the peak value frequency. The peak value frequency is a frequency at which the amount of advance according to the frequency shows a peak. However, depending on the driving condition of the vehicle, the amount of advance may be insufficient and sufficient vibration damping performance may not be obtained. On the other hand, in the advance compensation, if the advance amount is increased, the gain of high frequency is increased. Therefore, if the advance amount is too large, there is a problem that the gear ratio control system becomes unstable.

The present invention has been made in view of the above problems, and provides a control device for a continuously variable transmission capable of obtaining a vibration damping effect while ensuring the stability of the gear ratio of the continuously variable transmission for advancing compensation. The purpose is to do.

JP-A-2002-106700

The present invention has a sensor that detects the state of the continuously variable transmission, and based on the sensor value detected by the sensor, feedback control is performed so that the actual shift control value becomes the target shift control value. It ’s a control device for the machine.
A phase advance compensation unit that performs phase advance compensation for feedback control,
A notch filter unit that compensates for the phase advance of the feedback control by a notch filter that minimizes the gain at a notch frequency on the lower frequency side than the resonance frequency of the power transmission path between the power source and the drive wheel.
Equipped with.

Therefore, it is possible to suppress an increase in gain due to phase lead compensation, secure a phase lead amount, and secure stability of shift control and disturbance suppression performance.

It is a schematic block diagram of the vehicle including the transmission controller of an Example. It is a schematic block diagram of the transmission controller of an Example. It is a figure which shows an example of the block diagram which shows the main part of the gear ratio control system. It is a flowchart which shows an example of the control performed by a transmission controller. It is a figure which shows an example of the Bode diagram of a phase lead compensator. It is a figure which shows an example of the gain change at a predetermined frequency of a phase lead compensator. It is a figure which shows the change of the PT resonance frequency Fpt according to the gear ratio Ratio. It is explanatory drawing of the influence which the deviation of a peak value frequency Fpk has. It is a figure which shows the phase lag frequency characteristic. It is a figure which shows the relationship between the peak value frequency of lead compensation and the peak value frequency of delay compensation. It is a Bode diagram which shows the frequency characteristic of a phase lag compensator. It is a Bode diagram which shows the frequency characteristic of a notch filter.

FIG. 1 is a schematic configuration diagram of a vehicle including the transmission controller of the embodiment. The vehicle is equipped with an engine 1 as a power source. The power of the engine 1 is driven via a torque converter 2 constituting the power train PT, a first gear train 3, a transmission 4, a second gear train (final gear) 5, and a differential device 6. It is transmitted to the ring 7. The second gear row 5 is provided with a parking mechanism 8 that mechanically locks the output shaft of the transmission 4 so as not to rotate when parked.

The torque converter 2 has a lockup clutch 2a. When the lockup clutch 2a is engaged, the torque converter 2 does not slip, and the transmission efficiency of the torque converter 2 is improved. Hereinafter, the lockup clutch 2a will be referred to as a LU clutch 2a.
The transmission 4 is a continuously variable transmission having a variator 20. The variator 20 has a pulley 21 which is a primary pulley, a pulley 22 which is a secondary pulley, and a belt 23 which is hung between the pulleys 21 and 22. The pulley 21 constitutes a driving side rotating element, and the pulley 22 constitutes a driven side rotating element.
The pulleys 21 and 22 are provided on the fixed conical plate, the movable conical plate in which the sheave surface is arranged to face the fixed conical plate to form a V groove between the fixed conical plate, and the back surface of the movable conical plate. It has a hydraulic cylinder that displaces the movable conical plate in the axial direction. The pulley 21 has a hydraulic cylinder 23a, and the pulley 22 has a hydraulic cylinder 23b.
When the oil pressure supplied to the hydraulic cylinders 23a and 23b is adjusted, the width of the V groove changes, the contact radius between the belt 23 and each of the pulleys 21 and 22 changes, and the gear ratio of the variator 20 changes steplessly. The variator 20 may be a toroidal type continuously variable transmission.

The transmission 4 further includes an auxiliary transmission mechanism 30. The auxiliary transmission mechanism 30 is a transmission mechanism having two forward speeds and one reverse speed, and has a first speed as a forward speed and a second speed having a gear ratio smaller than that of the first speed. The auxiliary transmission mechanism 30 is provided in series with the variator 20 in the power transmission path from the engine 1 to the drive wheels 7. The auxiliary transmission mechanism 30 may be directly connected to the output shaft of the variator 20 as in this example, or may be connected via another power transmission mechanism such as a speed change or a gear train. Alternatively, the auxiliary transmission mechanism 30 may be connected to the input shaft side of the variator 20.

The vehicle has an oil pump 10 driven by using a part of the power of the engine 1, a hydraulic control circuit 11 that adjusts the oil pressure generated by the oil pump 10 and supplies it to each part of the transmission 4, and hydraulic control. It has a transmission controller 12 that controls the circuit 11. The hydraulic control circuit 11 is composed of a plurality of flow paths and a plurality of hydraulic control valves. The hydraulic control circuit 11 controls a plurality of hydraulic control valves to switch the hydraulic supply path based on the shift control signal from the transmission controller 12. Further, the oil pressure control circuit 11 adjusts the required oil pressure from the oil pressure generated by the oil pump 10 and supplies the adjusted oil pressure to each part of the transmission 4. As a result, the speed of the variator 20 is changed, the speed of the auxiliary transmission mechanism 30 is changed, and the LU clutch 2a is engaged / released.

FIG. 2 is a schematic configuration diagram of the transmission controller 12 of the embodiment. The transmission controller 12 includes a CPU 121, a storage device 122 composed of a RAM / ROM, an input interface 123, an output interface 124, and a bus 125 that connects them to each other.
The input interface 123 is, for example, an output signal of the accelerator opening sensor 41 that detects the accelerator opening APO indicating the operation amount of the accelerator pedal, an output signal of the rotation speed sensor 42 that detects the input side rotation speed of the transmission 4, and a pulley 22. The output signal of the rotation speed sensor 43 for detecting the rotation speed Nsec and the output signal of the rotation speed sensor 44 for detecting the output side rotation speed of the transmission 4 are input.

Specifically, the rotation speed on the input side of the transmission 4 is the rotation speed of the input shaft of the transmission 4, that is, the rotation speed Npri of the pulley 21. The output-side rotation speed of the transmission 4 is specifically the rotation speed of the output shaft of the transmission 4, that is, the rotation speed of the output shaft of the auxiliary transmission mechanism 30. The rotation speed on the input side of the transmission 4 may be, for example, the rotation speed of the turbine of the torque converter 2 or the like at a position where a gear train or the like is sandwiched between the transmission and the transmission 4. The same applies to the output side rotation speed of the transmission 4.

The input interface 123 includes an output signal of the vehicle speed sensor 45 that detects the vehicle speed VSP, an output signal of the oil temperature sensor 46 that detects the oil temperature TMP of the transmission 4, an output signal of the inhibitor switch 47 that detects the position of the select lever, and an engine. Detects the output signal of the rotation speed sensor 48 that detects the rotation speed Ne of 1, the output signal of the OD switch 49 for expanding the shift range of the transmission 4 to a gear ratio smaller than 1, and the hydraulic pressure supplied to the LU clutch 2a. The output signal of the hydraulic sensor 50, the output signal of the hydraulic sensor 52 that detects the secondary pressure Psec that is the supply hydraulic pressure to the pulley 22, the output signal of the G sensor 53 that detects the forward / backward acceleration of the vehicle, and the like are input. A torque signal of engine torque Te is also input to the input interface 123 from the engine controller 51 that controls the engine 1.

The storage device 122 stores a shift control program for the transmission 4, various maps used for the shift control program, and the like. The CPU 121 reads and executes the shift control program stored in the storage device 122, and generates shift control signals based on various signals input via the input interface 123. Further, the CPU 121 outputs the generated shift control signal to the flood control circuit 11 via the output interface 124. Various values used by the CPU 121 in the calculation process and the calculation result of the CPU 121 are appropriately stored in the storage device 122.

In the transmission 4, front-rear vibration may occur at the PT resonance frequency Fpt, which is the resonance frequency of the power train PT. It is considered that the front-rear vibration occurs in combination with the torque fluctuation and the shift of the transmission 4 when the stability of the gear ratio of the transmission 4 is insufficient with respect to the torque fluctuation of the power train PT. Therefore, front-rear vibration is suppressed by performing advance compensation, ensuring the stability of the gear ratio of the transmission 4, and improving the vibration damping property.

However, depending on the running condition of the vehicle, the damping effect of the advance compensation may not be sufficiently obtained. That is, depending on the driving state of the vehicle, the amount of advance A may be insufficient and a sufficient damping effect may not be obtained. On the other hand, the damping effect tends to increase as the advance amount APK of the peak value frequency Fpk increases. Therefore, it is conceivable to make the advance amount APK according to the frequency variable according to the driving state of the vehicle. However, since the gain G also increases when the advance amount Apk is increased, there is a concern that the gear ratio control system 100, which will be described later, becomes unstable if the advance amount Apk is increased too much. Further, the stability of the gear ratio control system 100 differs depending on the driving state of the vehicle.

On the other hand, if the advance amount APK is increased, the advance amount APK may become inappropriate when the state of the transmission controller 12 changes. Therefore, it is desirable to perform phase lag compensation in addition to phase lead compensation. However, depending on the driving state of the vehicle, there is a concern that the delay amount B may be insufficient and vehicle vibration due to PT resonance may occur. Further, if the delay amount B is too large, the control system may become unstable and low frequency control excitation may occur.

Therefore, the transmission controller 12 (hereinafter, also referred to as the controller 12) performs the shift control described below. Hereinafter, the gear ratio ratio of the variator 20 will be described as the gear ratio of the transmission 4. The gear ratio Ratio is a general term for the gear ratios of the variator 20 including the actual gear ratio Ratio_A, the target gear ratio Ratio_D, and the reached gear ratio Ratio_T, which will be described later.

FIG. 3 is a control block diagram showing a main part of the gear ratio control system of the embodiment. The gear ratio control system 100 performs feedback shift control of the transmission 4 by controlling the gear ratio of the transmission 4 so that the actual shift control value becomes the target shift control value. The gear ratio control system 100 includes a controller 12, an actuator 111, and a variator 20.

The controller 12 includes a target value generation unit 131, an FB compensator 132, a phase compensation on / off determination unit 133, a lead amount determination unit 134, a lead amount filter unit 135, a first phase advance compensator 136, and a second. Phase lead compensator 137, first switch unit 138, on / off command filter unit 139, sensor value filter unit 140, first peak value frequency determination unit 141, delay amount determination unit 142, delay amount filter unit 143. The second peak value frequency determination unit 144, the first phase delay compensator 145, the second phase delay compensator 146, the second switch unit 147, the PT resonance detection unit 150, and the oil vibration detection unit 151. , And a divergence detection unit 152. FB stands for feedback.

The target value generation unit 131 generates a target value for shift control. Specifically, the target value is a target gear ratio Ratio_D based on the reached gear ratio Ratio_T, which is the final target gear ratio control value with the gear ratio Ratio as the shift control value. The shift control value may be, for example, the primary pressure Ppri as a control parameter. The reached gear ratio Ratio_T is preset in the gear shift map according to the driving state of the vehicle. Therefore, the target value generation unit 131 reads out the corresponding reached gear ratio Ratio_T from the shift map based on the detected operating state. Specifically, the vehicle speed VSP and the accelerator opening APO are used as the driving state of the vehicle.

The target value generation unit 131 calculates the target gear ratio Ratio_D based on the reached gear ratio Ratio_T. The target gear ratio Ratio_D is a transient target gear ratio until the reached gear ratio Rio_T is reached, and constitutes a target shift control value. The calculated target gear ratio Ratio_D is input to the FB compensator 132.

The FB compensator 132 calculates the feedback command value based on the actual gear ratio Ratio_A and the target gear ratio Ratio_D, which are the actual values of the gear ratio Ratio. The feedback command value is, for example, the feedback primary instruction pressure Ppri_FB for filling the error between the actual gear ratio Ratio_A and the target gear ratio Ratio_D. In the FB compensator 132, the FB gain G_FB is variable. The FB gain G_FB is the FB gain of the gear ratio control of the transmission 4 performed by the gear ratio control system 100, and is variable according to the operating state of the vehicle. The driving state of the vehicle is, for example, the gear ratio Ratio, the rate of change α of the gear ratio Ratio, the input torque Tpri, and the like. The rate of change α of the gear ratio ratio α is, in other words, the gear shifting speed. The feedback command value (feedback primary instruction pressure Ppri_FB) calculated by the FB compensator 132 is input to the advance amount determination unit 134 and the first phase advance compensator 136.

The phase compensation on / off determination unit 133 determines on / off of the phase lead compensation and the phase delay compensation of the feedback primary instruction pressure Ppri_FB. The phase compensation on / off determination unit 133 includes the pulley state value M, the divergence information of the divergence detection unit 152 described later, the FB gain G_FB, the oil vibration detection information of the oil vibration detection unit 151 described later, and the PT resonance described later. The on / off of the phase compensation is determined according to the PT resonance information of the detection unit 150 and the target gear ratio Ratio_D. The pulley state value M is a value for determining whether or not the pulleys 21 and 22 are in a state where front-rear vibration is generated, and is a rotation speed Npri, an input torque Tsec to the pulley 22, a gear ratio ratio, and a shift. The rate of change α of the ratio Rio is included. The input torque Tsec can be calculated as, for example, a value obtained by multiplying the engine torque Te by the gear ratio (the gear ratio of the first gear row 3 and the gear ratio of the variator 20) set between the engine 1 and the pulley 22. The actual gear ratio Ratio_A and the target gear ratio Ratio_D can be applied to the gear ratio Ratio. The gear ratio Ratio may be the actual gear ratio Ratio_A or the target gear ratio Ratio_D.

Specifically, the phase compensation on / off determination unit 133 performs phase advance compensation and phase delay of the feedback primary instruction pressure Ppri_FB according to all four parameters of rotation speed Npri, input torque Tsec, gear ratio Ratio, and rate of change α. Determine whether compensation is on or off. The phase compensation on / off determination unit 133 may be configured to determine on / off of the phase lead compensation and the phase lag compensation according to any parameter of the input torque Tsec, the gear ratio ratio, and the rate of change α. In addition to the pulley state value M, the phase compensation on / off determination unit 133 further performs phase compensation of the feedback primary instruction pressure Ppri_FB according to the engaged state of the LU clutch 2a, the driver operation state with respect to the gear ratio 4, and the presence or absence of a fail. Determine on / off. FIG. 4 is a flowchart showing an example of control performed by the transmission controller.

In step S1, if it is determined that all of these pulley state values M are front-back vibration generation values, the process proceeds to step S2. On the other hand, if it is determined that any of these pulley state values M is not the front-back vibration generation value, the process proceeds to step S5, and it is determined that the PT resonance does not occur. Therefore, it is determined that the front-rear vibration does not occur, the process proceeds to step S10, and the phase compensation is turned off.

In step S2, it is determined whether or not the LU clutch 2a is engaged. As a result, the on / off of the phase compensation is determined according to the engaged state of the LU clutch 2a. If the LU clutch 2a is released, it is determined that no front-rear vibration is generated and the process proceeds to step S5. If the LU clutch 2a is engaged, it is determined that front-rear vibration is generated and step S3. Proceed to.

In step S3, it is determined whether or not the driver operation state for the transmission 4 is a predetermined state, and the first operation state in which the gear ratio ratio Rio becomes larger than the predetermined gear ratio Rio 1 or the gear ratio ratio becomes a steady state. It is determined whether or not it is in the second operation state.
The first operation state is a state in which the OD switch 49 is OFF. The second operating state is a state in which the gear ratio ratio is fixed by a driver operation, such as a state in which a manual range is selected by a select lever or a state in which a manual mode such as a sports mode is selected. By determining whether or not the driver operation state is a predetermined state, it is determined that the gear ratio Rio is continuously larger than the predetermined gear ratio Rio 1 and that the gear ratio Rio 1 is continuously in a steady state. can do. Therefore, it is surely determined that the gear ratio Ratio is in a state where front-rear vibration is generated. In step S3, if it is determined that the state is not the predetermined state, the process proceeds to step S5, and if it is determined that the state is not the predetermined state, the process proceeds to step S4.

In step S4, it is determined that PT resonance occurs, and the process proceeds to step S6. In steps S6 to S8, it is determined whether or not the phase compensation can be turned on. In other words, whether or not phase compensation can be executed is determined.
In step S6, it is determined whether or not there is a fail. The fail is, for example, a fail related to the transmission 4 including a fail of the hydraulic control circuit 11 and sensors / switches used for shift control of the transmission 4. It may be a fail of another vehicle related to the transmission 4.
If it is determined in step S6 that there is a failure, the process proceeds to step S8 to prohibit the execution of phase compensation, and the process proceeds to step S10 to turn off phase compensation. On the other hand, if it is determined that there is no fail, the process proceeds to step S7 to allow the execution of phase compensation, and the process proceeds to step S9 to turn on the phase compensation.

Returning to FIG. 3, the phase compensation on / off determination unit 133 outputs an on command when the phase compensation on / off determination unit is determined, and outputs an off command when the phase compensation on / off determination unit is determined. The on / off command is input from the phase compensation on / off determination unit 133 to the advance amount determination unit 134 and the on / off command filter unit 139.

The advance amount determination unit 134 determines the advance amount APK. The lead amount determination unit 134 is provided in the wake of the phase compensation on / off determination unit 133. The advance amount determining unit 134 is provided in this way due to the arrangement in the signal path. The advance amount determination unit 134 determines the advance amount APK in response to the on / off command, in other words, in response to the on / off determination of the phase compensation. The advance amount determination unit 134 determines the advance amount APK to be zero when an off command is input. When the on command is input, the advancing amount determining unit 134 determines the advancing amount APK according to the driving state of the vehicle. FB gain G_FB, rotation speed Npri, input torque Tsec, gear ratio Ratio, secondary pressure Psec, and oil temperature TMP are input to the advancing amount determining unit 134 as parameters for indexing the driving state of the vehicle. The advance amount determination unit 134 determines the advance amount APK according to these plurality of parameters. In other words, the advancing amount APK is made variable according to the driving state of the vehicle. In addition, the advance amount determination unit 134 may make the advance amount APK variable according to at least one of these plurality of parameters.

The advancing amount determining unit 134 can be made variable according to the operating state by determining the advancing amount APK according to each parameter, and the advancing amount A at the target frequency can be set. When increasing the advance amount A, the range is limited to a stable operation range in consideration of the relationship with the specific specifications of the gear ratio control system 100 such as the variator 20. This limit can be obtained in advance by calculation or experiment as a limit amount according to each parameter. The advancing amount APK is actually determined by further reducing the advancing amount APK determined according to each parameter by the limit amount set according to each parameter.

The advance amount determination unit 134 determines the first advance amount Apk1, the second advance amount Apk2, and the third advance amount Apk3 based on the determined advance amount APK. The first lead amount Apk1 is set corresponding to the case of performing the first-order phase lead compensation described later, and the second lead amount Apk2 is set corresponding to the case of performing the second-order phase lead compensation described later. The 3 lead amount Apk3 is set corresponding to the case where the lead compensation is performed by the notch filter described later. The second lead amount Apk2 is the same as the first lead amount Apk1. The advancing amount APK determined according to each parameter is set so as to correspond to the second advancing amount Akk2. The advance amount APK determined according to each parameter may be set so as to correspond to the first advance amount Akk1. The advancing amount APK is input from the advancing amount determining unit 134 to the advancing amount filtering unit 135.

The advancing amount filter unit 135 is provided in the wake of the advancing amount determining unit 134, and performs a filtering process of the advancing amount APK. The lead amount filter unit 135 is provided in this way due to the arrangement in the signal path. The advance amount filter unit 135 is specifically a low-pass filter unit, and is composed of, for example, a first-order low-pass filter. The lead amount filter unit 135 performs a filter process for the lead amount apk to smooth the change in the gain G of the phase compensation according to the determination of the on / off of the phase compensation when the lead compensation is switched on / off. It constitutes a gain tanning section. By smoothing the change in the gain G, the amount of change in the gain G due to the on / off switching of the phase compensation can be suppressed. That is, when the amount of advance A changes, for example, the gain of the sensor noise of 30 Hz changes at 20 Hz, the components of 10 Hz and 50 Hz are generated according to the addition theorem. Here, the component of 10 Hz may cause self-excited vibration in which the input vibration is not attenuated. That is, when the gain of the high frequency changes at the high frequency, the low frequency is generated and the self-excited vibration that reacts to the low frequency is stimulated. Therefore, the cutoff frequency is set based on the frequency of the sensor noise and the frequency of the self-excited vibration, and the filter processing is performed by the low-pass filter of the cutoff frequency. As a result, the occurrence of self-excited vibration is avoided.

The advance amount APK is input from the advance amount filter unit 135 to the notch filter unit 130, the first phase advance compensator 136, the second phase advance compensator 137, and the first switch unit 138, respectively. The peak value frequency Fpk is also input from the first peak value frequency determination unit 141 to the notch filter unit 130, the first phase advance compensator 136, and the second phase advance compensator 137.

The notch filter unit 130 performs phase lead compensation by the notch filter based on the input lead amount APK, peak value frequency Fpk, and width W (hereinafter, referred to as notch width W). FIG. 12 is a Bode diagram showing the characteristics of the notch filter of the embodiment. The notch filter has a characteristic that the gain approaches 0 as the frequency becomes higher or the frequency becomes smaller, centering on the frequency at which the gain becomes the lowest (hereinafter, referred to as the notch frequency Fn). Further, the side having a frequency lower than the notch frequency Fn has a phase lag characteristic, and the side having a frequency higher than the notch frequency has a phase lead characteristic. Further, in the notch filter, the deeper the gain depth at the notch frequency (the larger the absolute value of the gain), the larger the phase advance amount Apk3 of the notch filter (hereinafter, referred to as the notch advance amount Apk3), and the notch frequency. The larger the notch width W representing the gain spread centered on Fn, the wider the influence range of the phase lead (hereinafter, simply referred to as the influence range). When the transfer function of the notch filter is Gn, the notch frequency is Fn, and the gain depth of the notch frequency is A, the notch width W is expressed by the following relational expression.
ω = Fn × 2 × π
Gn = (s ² + 2AWωs + ω ² ) / (s ² + 2Wωs + ω ² )

The notch frequency Fn is set to a frequency lower than the peak value frequency Fpk. At this time, the position where the notch advance amount Apk3 is maximized (hereinafter, referred to as Fnpk) is set so as to coincide with the peak value frequency Fpk. It is not necessary to completely match, and when the notch width W is set large in order to widen the influence range of the phase lead, Fnpk is set to be lower than the peak frequency Fpk. Even if the peak value frequency Fpk deviates, stable phase lead can be realized. However, when the range of influence is wide, the amount of phase lag on the low frequency side tends to increase, and there is a possibility that phase lag occurs at low frequencies. Therefore, the range of influence is set so that Fnpk matches Fpk while adjusting the notch width W in order to narrow the range of influence so as not to cause a phase delay on the low frequency side.

When feedback control is performed on the transmission 4 which is a belt-type continuously variable transmission mechanism, the resonance frequency of the power train PT (hereinafter, also referred to as PT resonance frequency) is described in, for example, a region of 2 to 5 Hz (hereinafter, also referred to as a medium frequency region). ) Exists, and for example, the oil vibration frequency exists in the region of 8 to 10 Hz (hereinafter, also referred to as a high frequency region). Here, in order to suppress the vibration of the PT resonance frequency during feedback control, if a phase lead filter is applied to the medium frequency region to perform phase lead compensation, the stability of shift control at the PT resonance frequency can be ensured. Due to the characteristics of the phase lead filter, the gain in the high frequency region becomes large, and there is a risk that vibration on the high frequency side may diverge. If the above problem is to be solved after using the phase lead filter, it is necessary to reduce the feedback gain, and the disturbance suppression performance when a disturbance acts is deteriorated. Therefore, in the embodiment, the notch filter unit 130 is provided, and by utilizing the characteristic that the gain can be lowered while advancing the phase, the phase lead compensation in the middle frequency region is realized, and the gain is lowered due to the decrease in the gain in the high frequency region. It was decided to avoid the divergence of vibration on the frequency side.

As shown in FIG. 12, when the notch frequency Fn of the notch filter unit 130 is set to the lower frequency side than the PT resonance frequency, the phase of the middle frequency region on the higher frequency side than the notch frequency Fn can be advanced. Further, the gain can be lowered in the high frequency region where there is a risk of oil vibration. However, due to the characteristics of the notch filter, a phase delay occurs in the low frequency region on the lower frequency side than the notch frequency Fn, so that vibration of, for example, about 1 Hz may not be sufficiently suppressed. Therefore, in the embodiment, the low-frequency vibration detection unit 153, which will be described later, detects the low-frequency vibration, and when the low-frequency vibration is detected, the action of the notch filter is stopped and the first phase lead compensator 136 is used as it is. The feedback command value is output to. That is, when the phase compensation signal is output from the notch filter unit 130, the vibration of the command signal in the low frequency region may become large, and the vibration may be amplified. As a result, a control configuration with high robustness can be obtained.

Further, the first phase lead compensator 136 and the second phase lead compensator 137 both perform notch filter processing on the feedback primary instruction pressure Ppri_FB based on the input lead amount APK and the input peak value frequency Fpk. The first-order phase lead compensation of the applied value is performed. By performing the phase lead compensation of the value obtained by applying the notch filter processing to the feedback primary instruction pressure Ppri_FB, the phase lead compensation of the feedback shift control of the transmission 4 is performed. The first phase lead compensator 136 and the second phase lead compensator 137 are specifically composed of a first-order filter, and are filtered according to the input lead amount APK and the input peak value frequency Fpk. By performing the above, the first-order phase lead compensation of the feedback primary instruction pressure Ppri_FB is performed. Since the notch filter processing is applied, the gain on the high frequency side is unlikely to increase, and the robustness is improved.

The second phase lead compensator 137 is provided in series with the first phase lead compensator 136. The second phase lead compensator 137 is provided in this way due to the arrangement in the signal path. In the second phase lead compensator 137, the value obtained by applying the notch filter processing to the feedback primary instruction pressure Ppri_FB by the first phase lead compensator 136 is input with the value obtained by performing the primary phase lead compensation. Therefore, the second phase lead compensator 137 further superimposes the primary phase lead compensation when performing the primary phase lead compensation of the value obtained by applying the notch filter processing to the feedback primary instruction pressure Ppri_FB. As a result, the secondary phase lead compensation of the feedback primary instruction pressure Ppri_FB is performed. The second phase lead compensator 137 and the first phase lead compensator 136 form a lead compensation unit.

When the first switch unit 138 performs phase lead compensation with the first phase lead compensator 136 and the second phase lead compensator 137 according to the input lead amount APK, that is, when performing secondary phase lead compensation. And, the case where the phase lead compensation is performed only by the first phase lead compensator 136, that is, the case where the first phase lead compensation is performed is switched.

FIG. 5 is a diagram showing an example of a Bode diagram of the phase lead compensator. FIG. 6 is a diagram showing an example of a gain change at a predetermined frequency of the phase lead compensator. In FIG. 5, the horizontal axis represents the frequency logarithmically. In FIGS. 5 and 6, the solid line C1 shows the case of the primary phase lead compensator, and the broken line C2 shows the case of the secondary phase lead compensator. In both the primary and secondary cases, the phase lead compensator is set so that the lead amount A becomes the first lead amount Apk1 at the peak value frequency Fpk. In the phase lead compensator composed of the first phase lead compensator 136 and the second phase lead compensator 137, the first phase lead compensator 136 and the second phase lead compensator 137 are used when performing secondary phase lead compensation, respectively. By setting the lead amount Apk of No. 2 to the second lead amount Apk2, the lead amount A corresponding to the peak value frequency Fpk is set to the first lead amount Apk1.

As shown in FIG. 6, the gain G increases as the advance amount A increases in both the primary and secondary cases. However, from the point where the advance amount A exceeds the predetermined value A1, the larger the advance amount A, the smaller the increase rate of the secondary gain G with respect to the increase rate of the primary gain G. That is, the gain suppression effect due to the secondary phase lead compensation is obtained when the lead amount A is larger than the predetermined value A1. Further, as shown in FIG. 5, when the advance amount A is smaller than the predetermined value A1, the gain suppression effect cannot be obtained due to the secondary phase advance compensation, while the advance amount A increases on both sides of the peak value frequency Fpk. The effect of a large reduction will occur. As a result, the advance amount A tends to decrease due to the frequency shift between the actual PT resonance frequency Fpt and the peak value frequency Fpk, and the effect of improving the stability of the gear ratio ratio, that is, the vibration damping effect tends to decrease. Therefore, when the advance amount A of the primary phase advance compensation according to the feedback primary instruction pressure Ppri_FB is smaller than the predetermined value A1, the gain suppression effect cannot be expected, but the frequency is obtained by performing the primary phase advance compensation. It is possible to avoid a situation in which the gain G is lowered due to the deviation and the damping effect is likely to be reduced. The predetermined value A1 can be set in advance based on the characteristics of the gain G according to the advance amount A as shown in FIG. The predetermined value A1 can be preferably set to the minimum value within the range in which the gain suppression effect due to the secondary phase lead compensation can be obtained.

As described above, in performing the phase lead compensation, the lead amount determination unit 134 and the first switch unit 138 are specifically configured as follows. That is, the advance amount determining unit 134 determines that the primary phase advance compensation is performed when the advance amount A determined according to each parameter is smaller than the predetermined value A1, and determines the advance amount Apk as the first advance amount APK1. To do. Further, the advance amount determining unit 134 determines that the secondary phase advance compensation is performed when the advance amount A is equal to or greater than the predetermined value A1, and determines the advance amount APK to be the second advance amount Apk2. The advance amount A can be set in advance with map data or the like.

When the first lead amount Apk1 is selected, the first switch unit 138 switches so that the phase lead compensation is performed only by the first phase lead compensator 136. Further, the first switch unit 138 switches so that the first phase lead compensator 136 and the second phase lead compensator 137 perform phase lead compensation when the second lead amount Apk2 is selected. With this configuration, the first phase lead compensator 136 and the second phase lead compensator 137 perform phase lead compensation only with the first phase lead compensator 136 when the lead amount A is smaller than the predetermined value A1. Is configured to do.

The first switch unit 138 may be configured to perform phase lead compensation only by the second phase lead compensator 137 when performing primary phase lead compensation. The advance amount determining unit 134 may input the advance amount A to the first switch unit 138 instead of the advance amount APK. The first switch unit 138 may switch based on the advance amount A input in this way. As a result, even if the first lead amount Apk1 and the second lead amount Apk2 are tampered with, the primary and secondary phase lead compensation can be appropriately performed.

The first switch unit 138, together with the phase compensation on / off determination unit 133, provides feedback in which advance compensation is performed by at least one of the first phase advance compensator 136 and the second phase advance compensator 137 according to the pulley state value M. The primary instruction pressure Ppri_FB is set as the feedback primary instruction pressure Ppri_FB. At least one of the first phase lead compensator 136 and the second phase lead compensator 137 constitutes a lead compensation unit that performs lead compensation for the feedback primary instruction pressure Ppri_FB. The feedback primary instruction pressure Ppri_FB with lead compensation is output to the first phase lag compensator 145.

The first peak value frequency determination unit 141 determines the peak value frequency Fpk1 for phase lead compensation. FIG. 7 is a diagram showing a change in the PT resonance frequency Fpt according to the gear ratio ratio Rio. As shown in FIG. 7, the PT resonance frequency Fpt becomes smaller as the gear ratio ratio is larger. Therefore, the first peak value frequency determination unit 141 reduces the peak value frequency Fpk1 as the gear ratio ratio increases. As a result, even if the PT resonance frequency Fpt changes according to the gear ratio ratio, the frequency shift between the PT resonance frequency Fpt and the peak value frequency Fpk1 can be appropriately suppressed. Specifically, as the gear ratio ratio, the target gear ratio Ratio_D is input from the target value generation unit 131. The peak value frequency Fpk1 determined by the first peak value frequency determination unit 141 is input to the first phase lead compensator 136 and the second phase lead compensator 137, respectively. As a result, the first peak value frequency determination unit 141 sets the peak value frequency Fpk of each of the phase advance compensation performed by the first phase advance compensator 136 and the second phase advance compensator 137 based on the gear ratio ratio. It is composed.

However, the PT resonance frequency Fpt set as the target frequency at the peak value frequency Fpk does not always match the actual PT resonance frequency Fpt. As a result, when performing secondary phase lead compensation, a situation occurs in which the lead amount A described below is reduced due to the frequency shift between the actual PT resonance frequency Fpt and the peak value frequency Fpk.

FIG. 8 is an explanatory diagram of the effect of the deviation of the peak value frequency Fpk. The PT resonance frequency Fpt1 indicates a case where the actual PT resonance frequency Fpt is lower than the peak value frequency Fpk, and the PT resonance frequency Fpt2 indicates a case where the actual PT resonance frequency Fpt is higher than the peak value frequency Fpk. The magnitude FA of the amount of frequency shift is the same between them. As shown in FIG. 8, when performing secondary phase lead compensation, even if the magnitude FA of the deviation amount is the same, the PT resonance frequency Fpt2 is higher when the actual PT resonance frequency Fpt is the PT resonance frequency Fpt1. The amount of decrease in the amount of advance A is larger than in the case where there is. Therefore, the first peak value frequency determination unit 141 sets the peak value frequency Fpk when the second lead amount Apk2 is input, that is, when the secondary phase lead compensation is performed, as compared with the case where the primary phase lead compensation is performed. By lowering the frequency, the amount of advance A does not decrease significantly depending on the direction of the frequency shift in a biased manner.

The delay amount determination unit 142 determines the delay amount Bpk. The delay amount determination unit 142 is provided in the wake of the phase compensation on / off determination unit 133. The delay amount determining unit 142 is provided in this way due to the arrangement in the signal path. The delay amount determination unit 142 determines the delay amount Bpk according to the on / off command, in other words, the on / off determination of the phase compensation. The delay amount determination unit 142 determines the delay amount Bpk to zero when the off command is input. When the ON command is input, the delay amount determination unit 142 determines the delay amount Bpk according to the driving state of the vehicle. The delay amount determination unit 142 has FB gain G_FB, rotation speed Npri, input torque Tsec, gear ratio Ratio, secondary pressure Psec, vehicle acceleration, brake operation state, primary pressure Ppri, and engine as parameters for indexing the operating state of the vehicle. The torque, torque ratio of the torque converter, the engaged state of the LU clutch 2a, the oil temperature TMP, etc. are input. The delay amount determination unit 142 determines the delay amount Bpk according to these plurality of parameters. In other words, the delay amount Bpk is made variable according to the driving state of the vehicle. The delay amount determination unit 142 may make the delay amount Bpk variable according to at least one of these plurality of parameters.

By determining the delay amount Bpk according to each parameter, the delay amount determining unit 142 can be made variable according to the operating state, and the delay amount B at the target frequency can be set. When increasing the delay amount B, the range is limited to a stable operation range in consideration of the relationship with the specific specifications of the gear ratio control system 100 such as the variator 20. This limit can be obtained in advance by calculation or experiment as a limit amount according to each parameter. The delay amount Bpk is actually determined by further reducing the delay amount Bpk determined according to each parameter by the limit amount set according to each parameter.

The delay amount determination unit 142 determines the first delay amount Bpk1 and the second delay amount Bpk2 based on the determined delay amount Bpk. The first delay amount Bpk1 is set corresponding to the case of performing the primary phase delay compensation described later, and the second delay amount Bpk2 is set corresponding to the case of performing the secondary phase delay compensation described later. The second delay amount Bpk2 is halved of the first delay amount Bpk1. The delay amount Bpk determined according to each parameter is set so as to correspond to the second delay amount Bpk2. The delay amount Bpk determined according to each parameter may be set so as to correspond to the first delay amount Bpk1. The delay amount Bpk is input from the delay amount determination unit 142 to the delay amount filter unit 143.

The delay amount filter unit 143 is provided in the wake of the delay amount determination unit 142, and filters the delay amount Bpk. The delay amount filter unit 143 is provided in this way due to the arrangement in the signal path. The delay amount filter unit 143 is specifically a low-pass filter unit, and is composed of, for example, a first-order low-pass filter. By filtering the delay amount Bpk, the delay amount filter unit 143 smoothes the change in the gain G of the phase delay compensation according to the determination of the phase compensation on / off when the phase compensation is switched on / off. It constitutes the gain tanning part to be performed. By smoothing the change in the gain G, the amount of change in the gain G due to the on / off switching of the phase compensation can be suppressed. That is, when the delay amount B changes, for example, the gain of the sensor noise of 30 Hz changes at 20 Hz, the components of 10 Hz and 50 Hz are generated according to the addition theorem. Here, the component of 10 Hz may cause self-excited vibration in which the input vibration is not attenuated. That is, when the gain of the high frequency changes at the high frequency, the low frequency is generated and the self-excited vibration that reacts to the low frequency is stimulated. Therefore, the cutoff frequency is set based on the frequency of the sensor noise and the frequency of the self-excited vibration, and the filter processing is performed by the low-pass filter of the cutoff frequency. As a result, the occurrence of self-excited vibration is avoided.

The second peak value frequency determination unit 144 determines the peak value frequency Fpk2 for phase delay compensation. The second peak value frequency determination unit 144 changes the peak value frequency Fpk2 by determining the peak value frequency Fpk2 according to the peak value frequency Fpk1. FIG. 9 is a diagram showing a phase lag frequency characteristic. When the first phase lead compensator 136 and / or the second phase lead compensator 137 (hereinafter, also simply referred to as a phase lead compensator) is turned on, vehicle vibration due to PT resonance can be reduced in the PT resonance generation region. However, the gain of high frequencies increases, which makes the control unstable. Therefore, when the first phase delay compensator 145 and / or the second phase delay compensator 146 (hereinafter, also simply referred to as a phase delay compensator) is turned on, the high frequency gain of the delay peak value frequency Fpk2 or higher is lowered. Therefore, the instability of control can be suppressed.

However, the response at a low frequency slower than the PT resonance frequency becomes oscillating, and the amount advanced by the phase advance compensator is reduced. Further, the phase delay compensator has a frequency at which the delay amount peaks, and the delay amount decreases as the distance from the peak value increases. In addition, the PT resonance frequency changes according to the gear ratio ratio Rio. Therefore, when the lag peak value frequency Fpk2 of the phase lag compensator is fixed, the PT resonance frequency Fpt changes according to the change in the gear ratio, and the lag peak value frequency Fpk2 approaches. Assuming that the closer the delay peak value frequency Fpk2 and the PT resonance frequency Fpt are, the amount of delay increases and the vehicle vibration reduction effect decreases. In order to avoid this, if the delayed peak value frequency Fpk2 is set to be slower than necessary, the gain of the peak value frequency Fpk2 or higher is lowered to the gain of the frequency required for control. Therefore, in order to reduce the vehicle vibration without lowering the gain of the required frequency, the peak value frequency Fpk2 of the phase delay compensator is adapted to the PT resonance frequency, the phase lead amount, and the phase delay amount.

FIG. 10 is a diagram showing the relationship between the peak value frequency of lead compensation and the peak value frequency of delay compensation. The horizontal axis is frequency and the vertical axis is phase. Advance compensation is indicated by a long-dotted line, and delay compensation is indicated by a solid line. The relationship between the peak value frequency Fpk1 of the phase lead compensator and the peak value frequency Fpk2 of the phase delay compensator is preferably the relationship shown in FIG. In this case, it is possible to prevent the lead amount of the peak value frequency Fpk1 and the delay amount of the peak value frequency Fpk2 from overlapping on the frequency axis, so that the two do not cancel each other out. F2 in FIG. 10 is a frequency to be separated from the amount of advance and the amount of delay. f2 is a fixed value and is set to 1/10 of the PT resonance frequency Fpt. f1 is a frequency at which the peak value frequency Fpk2 should be separated from the low frequency side end of f2. f3 is a frequency at which the peak value frequency Fpk1 should be separated from the high frequency side end of f2. When the lead amount is A and the delay amount is B, f1, f2, and f3 are represented by the following relational expressions.
f1 = Fpk2 {(1 + sinB) / (1-sinB)} ^1/2
f2 = Fpt / 10
f3 = Fpk1 {(1 + sinA) / (1-sinA)} ^1/2

Here, in practice, the peak value frequency Fpk1 on the high frequency side is set between, for example, 2 to 5 Hz, and the lead amount A is determined. Based on this value, the peak value frequency Fpk2 and the delay amount B on the low frequency side corresponding to the positions separated by the value obtained by adding f1, f2, and f3 are determined. As a result, the peak value frequencies Fpk2 and Fpk1 can be set at appropriate positions, and an appropriate control gain can be secured while ensuring the vehicle vibration reduction effect.

The peak value frequency Fpk2 determined by the second peak value frequency determination unit 144 is input to the first phase delay compensator 145 and the second phase delay compensator 146, respectively. As a result, the second peak value frequency determination unit 144 sets the peak value frequency Fpk2 of each of the phase lead compensation performed by the first phase delay compensator 145 and the second phase delay compensator 146 based on the gear ratio ratio. It is composed.

The delay amount Bpk is input from the delay amount filter unit 143 to the first phase delay compensator 145, the second phase delay compensator 146, and the second switch unit 147. The peak value frequency Fpk2 is also input from the second peak value frequency determination unit 144 to the first phase delay compensator 145 and the second phase delay compensator 146. Both the first phase lag compensator 145 and the second phase lag compensator 146 perform the primary phase lag compensation of the feedback primary instruction pressure Ppri_FB based on the input delay amount Bpk and the input peak value frequency Fpk2. .. By performing the phase lag compensation of the feedback primary instruction pressure Ppri_FB, the phase lag compensation of the feedback shift control of the transmission 4 is performed. The first phase delay compensator 145 and the second phase delay compensator 146 are specifically composed of a first-order filter, and filter processing according to the input delay amount Bpk and the input peak value frequency Fpk2. By performing the above, the primary phase lag compensation of the feedback primary instruction pressure Ppri_FB is performed.

The second phase lag compensator 146 is provided in series with the first phase lag compensator 145. The second phase lag compensator 146 is provided in this way due to the arrangement in the signal path. The feedback primary instruction pressure Ppri_FB in which the primary phase lag compensation is performed by the first phase lag compensator 145 is input to the second phase lag compensator 146. Therefore, the second phase lag compensator 146 further superimposes the primary phase lag compensation when performing the primary phase lag compensation of the feedback primary instruction pressure Ppri_FB. As a result, the secondary phase delay compensation of the feedback primary instruction pressure Ppri_FB is performed. The second phase delay compensator 146 and the first phase delay compensator 146 form a delay compensator.

FIG. 11 is a Bode diagram showing the frequency characteristics of the phase lag compensator. For example, when the delay amount of 80 degrees is performed only by the first-order phase delay compensation, the phase delay in the frequency region other than the PT resonance frequency Fpt, in other words, the target frequency, becomes large. This tendency becomes particularly remarkable on the lower frequency side than the PT resonance frequency Fpt. Then, there is a problem that control excitation is likely to occur. On the other hand, when the first phase delay compensator 145 and the second phase delay compensator 146 in which the delay amount of 40 degrees is set are arranged in series in order to achieve the delay amount of 80 degrees, the PT resonance frequency Fpt The phase lag in frequency regions other than the above, especially on the low frequency side, becomes small, and control excitation can be avoided.

However, when the actual PT resonance frequency Fpt shifts to a lower frequency side than the target PT resonance frequency Fpt, the amount of decrease in the delay amount B becomes large. That is, even if the delay amount B is deviated by + 2 Hz to the high frequency side from the target PT resonance frequency Fpt shown in FIG. 11, the decrease amount of the delay amount B is small, but if it is deviated by -2 Hz to the low frequency side, the delay amount B is deviated. It can be seen that the amount of decrease in is large. Further, the gain also decreases significantly especially on the high frequency side, and there is a possibility that the robustness of the gear ratio control system 100 decreases. Therefore, when the second peak value frequency determination unit 144 determines the peak value frequency Fpk2, it determines in advance that the frequency is lower than the design value. That is, when the secondary phase lead compensation is performed, the peak value frequency Fpk is made lower than that when the primary phase lead compensation is performed so that the delay amount B does not decrease significantly in a biased manner depending on the direction of the frequency shift. To do. As a result, even if the actual PT resonance frequency Fpt deviates from the target PT resonance frequency Fpt, it is possible to suppress the deviation to the low frequency side, and the robustness of the gear ratio control system 100 can be ensured.

When the second switch unit 147 performs phase delay compensation by the first phase delay compensator 145 and the second phase delay compensator 146 according to the input delay amount Bpk, that is, when performing secondary phase delay compensation. The case where the phase lag compensation is performed only by the first phase lag compensator 145, that is, the case where the first-order phase lag compensation is performed is switched. By performing the secondary phase lag compensation, the range affected by the delay amount can be narrowed as compared with the case where the primary phase lag compensation is performed. Therefore, it is not necessary to lower the peak frequency Fpk2, and it is possible to avoid reaching the stability limit immediately. Further, when the delay amount B of the primary phase lag compensation according to the feedback primary instruction pressure Ppri_FB is smaller than the predetermined value B1, the phase lag compensation is performed only by the first phase lag compensator 145, and the lag amount B is predetermined. When the value is B1 or more, the second phase lag compensator is used to perform secondary phase lag compensation.

As described above, in performing the phase delay compensation, the delay amount determination unit 142 and the second switch unit 147 are specifically configured as follows. That is, the delay amount determination unit 142 determines that the primary phase delay compensation is performed when the delay amount B determined according to each parameter is smaller than the predetermined value B1, and determines the delay amount Bpk as the first delay amount Bpk1. To do. Further, the delay amount determining unit 142 determines that the secondary phase delay compensation is performed when the delay amount B is equal to or greater than the predetermined value B1, and determines the delay amount Bpk as the second delay amount Bpk2. The delay amount B can be set in advance using map data or the like.

When the first delay amount Bpk1 is selected, the second switch unit 147 switches so that the phase delay compensation is performed only by the first phase delay compensator 145. Further, the second switch unit 147 switches so that the first phase lag compensator 145 and the second phase lag compensator 146 perform phase lag compensation when the second lag amount Bpk2 is selected. With this configuration, the first phase lag compensator 145 and the second phase lag compensator 146 compensate for the phase lag only with the first phase lag compensator 145 when the delay amount B is smaller than the predetermined value B1. Is configured to do. That is, as the amount of delay of the phase delay compensator increases, the phase delay at the base of the peak frequency can be reduced. Therefore, the low-frequency phase delay in which the control excitation occurs is eliminated, and the control excitation is less likely to occur. However, for example, when the delay amount exceeds 40 deg, the amount of lowering the high frequency gain decreases, and the robustness decreases. Therefore, if the delay amount is less than 40 deg, the demerit due to the secondaryization becomes stronger, so only the first phase delay compensator 145 is used.

The second switch unit 147 may be configured to perform phase lag compensation only with the second phase lag compensator 146 when performing primary phase lag compensation. The delay amount determination unit 142 may input the delay amount B to the second switch unit 147 instead of the delay amount Bpk. The second switch unit 147 may switch based on the delay amount B input in this way. As a result, even if the first delay amount Bpk1 and the second delay amount Bpk2 are tampered with, the primary and secondary phase delay compensation can be appropriately performed.

The second switch unit 147, together with the phase compensation on / off determination unit 133, provides feedback in which delay compensation is performed by at least one of the first phase delay compensator 136 and the second phase delay compensator 137 according to the pulley state value M. A setting unit for setting the primary instruction pressure Ppri_FB as the feedback primary instruction pressure Ppri_FB is configured. At least one of the first phase delay compensator 136 and the second phase delay compensator 137 constitutes a delay compensating unit that compensates for the delay of the feedback primary instruction pressure Ppri_FB. The feedback primary instruction pressure Ppri_FB with delay compensation constitutes the feedback command value after compensation.

The actuator 111 has a feedback primary instruction pressure Ppri_FB selected from the first switch unit 138 and a primary instruction pressure Ppri_FF (not shown) set based on the target gear ratio Ratio_D (target primary instruction pressure for determining balance thrust and gear ratio). ) Is entered. The actuator 111 is, for example, a primary pressure control valve provided in the hydraulic control circuit 11 for controlling the primary pressure Ppri, and is primary so that the actual pressure Ppri_A of the primary pressure Ppri becomes the indicated pressure Ppri_D corresponding to the target gear ratio Ratio_D. Control the pressure Ppri. As a result, the gear ratio Ratio is controlled so that the actual gear ratio Ratio_A becomes the target gear ratio Ratio_D.

The sensor unit 40 detects the actual gear ratio Ratio_A of the variator 20. Specifically, the sensor unit 40 is composed of a rotation speed sensor 42 and a rotation speed sensor 43. The actual gear ratio Ratio_A, which is the actual value (sensor value) of the gear ratio detected by the sensor unit 40, is input to the sensor value filter unit 140. An on / off command is also input to the sensor value filter unit 140 via the on / off command filter unit 139.

The on / off command filter unit 139 outputs an on command to the sensor value filter unit 140 when the phase compensation is turned on, and outputs an off command to the sensor value filter unit 140 when the phase compensation is turned off. When the compensation is turned off, an off command is output to the sensor value filter unit 140. That is, when the phase lag compensator is turned on, as shown in FIG. 9, the gain of the high frequency is lowered, so that the gain changes. Therefore, when the on / off command value is hunted vibratingly, vibration of the gain change corresponding to the hunting occurs, and noise corresponding to the hunting cycle is generated. Therefore, the on / off command filter unit 139 outputs the noise through the low-pass filter in order to reduce the noise according to the hunting cycle generated at the time of switching on / off.

The sensor value filter unit 140 performs a filter process of the actual gear ratio Ratio_A. In the sensor value filter unit 140, the mode of the filter processing is changed according to the on / off command. Specifically, in the sensor value filter unit 140, the order or execution / stop of the filter processing is switched according to the on / off command. The sensor value filter unit 140 is used as a primary low-pass filter when an off command is input, and is used as a high-order low-pass filter when an on command is input, or the filter processing is stopped.

By configuring the sensor value filter unit 140 in this way, if a first-order low-pass filter is used, a slight delay will occur in the region below the frequency to be removed, but when an on command is input, The delay is improved. As a result, the phase of the feedback primary instruction pressure Ppri_FB can be further advanced. The sensor value filter unit 140 may have, for example, a configuration having one or a plurality of primary low-pass filters provided so that the filter processing can be turned on / off or the order can be switched. The actual gear ratio Ratio_A from the sensor value filter unit 140 is input to the FB compensator 132.

The PT resonance detection unit 150 extracts the vibration component of the front-rear acceleration G detected by the G sensor 53, and determines that vibration has occurred when the amplitude of the vibration component continues to be equal to or higher than a predetermined value for a predetermined time or longer. To do. On the other hand, if the amplitude of the vibration component is less than a predetermined value for a predetermined time or longer, it is determined that no vibration has occurred.

The oil vibration detection unit 151 first converts the voltage signal detected by the oil pressure sensor 52 into a hydraulic signal, removes the DC component (variable component according to the control command) by bandpass filter processing, and extracts only the vibration component. To do. Then, the amplitude of the vibration component is calculated, and when the state in which the amplitude of the hydraulic signal is equal to or greater than a predetermined amplitude continues for a predetermined time or longer, it is determined that oil vibration has occurred. On the other hand, when the oil vibration is occurring and the state in which the amplitude is less than the predetermined amplitude continues for a predetermined time or more, it is determined that the oil vibration has not occurred. The primary pulley oil pressure may be used as the oil pressure signal, or both may be used.

The divergence detection unit 152 detects whether or not the final command signal is diverging. Here, the divergence of the command signal is detected based on whether or not the state in which the frequency is equal to or higher than the predetermined value and the amplitude is equal to or higher than the predetermined value continues for a predetermined time.
The low frequency vibration detection unit 153 detects whether or not the final command signal vibrates at a low frequency of about 1 Hz. Here, the low-frequency vibration of the command signal is detected based on whether or not the state in which the frequency is equal to or lower than the predetermined value and the amplitude is equal to or higher than the predetermined value continues for a predetermined time.

As described above, in the examples, the following effects can be obtained.
(1) Based on the sensor unit 40 that detects the actual gear ratio Ratio_A (state of continuously variable transmission) of the variator 20 and the actual gear ratio Ratio_A, the transmission 4 is set so that the actual pressure Ppri_A becomes the indicated pressure Ppri_D. It is a control device for a continuously variable transmission that performs feedback control.
A phase lead compensation unit that performs feedback control phase lead compensation and
Notch filter unit 130 that performs phase lead compensation for feedback control by a notch filter that minimizes gain at a notch frequency Fnpk on the lower frequency side than the PT resonance frequency (resonance frequency of the power transmission path between the power source and the drive wheel). When,
Equipped with.
Therefore, even if the advance amount is increased by the advance amount determination unit 134, the phase advance compensation can be performed while suppressing the increase in the gain on the high frequency side due to the characteristics of the notch filter, and the stability of shift control and the disturbance suppression performance are ensured. it can.

(2) The peak frequency Fpk, the notch frequency Fn, the notch width W, and the notch advance amount Apk3 of the phase lead compensation unit are changed according to the gear ratio Ratio_A. Therefore, an appropriate phase lead amount can be set according to the traveling state.

(3) The notch filter unit 130 sets the characteristics of the notch filter so that the larger the advance amount of the advance amount determining unit 134, the larger the absolute value of the gain at the notch frequency Fn. Specifically, the characteristics of the notch filter are set so that the larger the advancing amount APK, the deeper the depth shown in FIG.
Therefore, the phase lead amount by the notch filter can be set to an appropriate value.

(4) The notch filter unit 130 sets the characteristics of the notch filter so that the wider the frequency range of the phase advanced by the phase advance amount determining unit 134, the wider the frequency range in which the gain is lowered by the notch filter. Specifically, the characteristics of the notch filter are set so that the width shown in FIG. 12 becomes wider.
Therefore, even if the frequency range of the phase advanced by the advance amount determining unit is widened, the frequency range of the phase advanced by the characteristics of the notch filter can be widened.

[Other Examples]
Although the embodiment for carrying out the present invention has been described above based on the examples, the specific configuration of the present invention is not limited to the configuration shown in the examples and does not deviate from the gist of the invention. Even if there is a design change or the like, it is included in the present invention.
In the embodiment, an example in which the notch filter unit 130 is provided on the upstream side of the first phase lead compensation unit 136 has been shown, but any place where the increase in gain on the high frequency side due to the phase advance compensation can be suppressed is provided. It may be provided on the downstream side.
Further, in the embodiment, the configuration in which the feedback control of the servo system is performed based on the gear ratio is shown, but the configuration may be such that the feedback control is performed according to the fluctuation of the input torque. Further, in the embodiment, the example in which the above control is configured in the transmission controller 12 is shown, but it may be realized by a plurality of controllers.

Claims (5)

A control device for a continuously variable transmission that has a sensor that detects the state of the continuously variable transmission and performs feedback control so that the actual shift control value becomes the target shift control value based on the sensor value detected by the sensor. And
A phase advance compensation unit that performs phase advance compensation for feedback control,
A notch filter unit that compensates for the phase advance of the feedback control by a notch filter that minimizes the gain at a notch frequency on the lower frequency side than the resonance frequency of the power transmission path between the power source and the drive wheel.
Control device for continuously variable transmission equipped with. In the control device for the continuously variable transmission according to claim 1,
A control device for a continuously variable transmission that changes the peak frequency of the phase advance compensation unit, the notch frequency, the width of the notch filter, and the phase advance amount of the notch filter according to a gear ratio. In the control device for the continuously variable transmission according to claim 1 or 2.
The notch filter unit is a continuously variable transmission control device that sets the characteristics of the notch filter so that the larger the advance amount of the advance amount determining unit, the smaller the absolute value of the gain at the notch frequency. In the continuously variable transmission control device according to any one of claims 1 to 3.
The notch filter unit is a continuously variable transmission control device that sets the characteristics of the notch filter so that the wider the range of the phase advanced by the advance amount determining unit, the wider the range in which the gain is lowered by the notch filter. It is a control method of a continuously variable transmission that detects the state of the continuously variable transmission and performs feedback control so that the actual shift control value becomes the target shift control value.
While compensating for the phase advance of the feedback control,
The phase lead compensation of the feedback control is performed by a notch filter in which the gain is minimized at a notch frequency on the lower frequency side than the resonance frequency of the power transmission path between the power source and the drive wheel.
Control method for continuously variable transmission.

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