WO2011105323A1 - 車両用無段変速機の制御装置 - Google Patents
車両用無段変速機の制御装置 Download PDFInfo
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- WO2011105323A1 WO2011105323A1 PCT/JP2011/053666 JP2011053666W WO2011105323A1 WO 2011105323 A1 WO2011105323 A1 WO 2011105323A1 JP 2011053666 W JP2011053666 W JP 2011053666W WO 2011105323 A1 WO2011105323 A1 WO 2011105323A1
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- transmission mechanism
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- vehicle
- shift stage
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/70—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements
- F16H61/702—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements using electric or electrohydraulic control means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/16—Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
- F16H61/66254—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling
- F16H61/66259—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling using electrical or electronical sensing or control means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
- F16H2037/023—CVT's provided with at least two forward and one reverse ratio in a serial arranged sub-transmission
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/16—Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed
- F16H2061/163—Holding the gear for delaying gear shifts under unfavorable conditions, e.g. during cornering
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2312/00—Driving activities
- F16H2312/02—Driving off
- F16H2312/022—Preparing to drive off
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2312/00—Driving activities
- F16H2312/16—Coming to a halt
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
- F16H37/022—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing the toothed gearing having orbital motion
Definitions
- the present invention relates to a control device for a continuously variable transmission for a vehicle.
- JP2000-346169A is equipped with a sub-transmission mechanism that can be switched to a plurality of gear stages in addition to a continuously variable transmission mechanism as a control device for a continuously variable transmission for a vehicle, in order to ensure driving force at the time of restart after stopping.
- the conventional vehicle continuously variable transmission control device when the driver does not perform the accelerator operation, such as when the driver slowly decelerates with the foot off the accelerator pedal, the vehicle stops. In some cases, a downshift from the second speed to the first speed may be performed. The driver tends to feel a shift shock when the accelerator operation is not performed. Therefore, the conventional control device for a continuously variable transmission for a vehicle has a problem that even if the shift shock at the time of downshift is small, the driver may feel uncomfortable and the driving performance deteriorates.
- the present invention has been made paying attention to such problems, and aims to improve driving performance.
- the present invention provides a continuously variable transmission mechanism capable of changing a transmission gear ratio steplessly, a first continuously variable transmission mechanism provided in series with the continuously variable transmission mechanism, A sub-transmission mechanism including a second gear having a smaller gear ratio than the first gear and switching between the first gear and the second gear by selectively engaging or releasing a plurality of frictional engagement elements.
- the control device for a continuously variable transmission for a vehicle having the sub-transmission mechanism is maintained at the second gear position when the vehicle is stopped from the second gear position.
- a shift control means for stopping the vehicle as it is is provided.
- FIG. 1 is a schematic configuration diagram of a vehicle equipped with a continuously variable transmission.
- FIG. 2 is a diagram showing an internal configuration of the transmission controller.
- FIG. 3 is a diagram showing an example of a shift map of the transmission.
- FIG. 4 is a flowchart for explaining the stop-time shift control according to the first embodiment.
- FIG. 5 is a flowchart for explaining the stop-time shift process.
- FIG. 6 is a time chart for explaining the stop-time shift control according to the first embodiment.
- FIG. 7 is a time chart for explaining the stop-time shift control according to the second embodiment.
- FIG. 8 is a time chart when a hydraulic undershoot occurs during an upshift accompanied by a mode switching shift performed in a power-on state during traveling.
- FIG. 9 is a time chart when a stagnation period in which the engine rotational speed does not change temporarily at the same rotational speed occurs during an upshift accompanied by a mode switching shift performed in a power OFF state during traveling.
- the “transmission ratio” of a transmission mechanism is a value obtained by dividing the input rotational speed of the transmission mechanism by the output rotational speed of the transmission mechanism. Further, “lowest speed ratio” means the maximum speed ratio of the transmission mechanism, and “highest speed ratio” means the minimum speed ratio of the speed change mechanism.
- FIG. 1 is a schematic configuration diagram of a vehicle equipped with a continuously variable transmission according to a first embodiment of the present invention.
- This vehicle includes an engine 1 as a power source.
- the output rotation of the engine 1 is driven through a torque converter 2 with a lock-up clutch, a first gear train 3, a continuously variable transmission (hereinafter referred to as "transmission") 4, a second gear train 5, and a final reduction gear 6. It is transmitted to the wheel 7.
- the second gear train 5 is provided with a parking mechanism 8 that mechanically locks the output shaft of the transmission 4 during parking.
- the vehicle includes an oil pump 10 that is driven using a part of the power of the engine 1, a hydraulic control circuit 11 that regulates the hydraulic pressure from the oil pump 10 and supplies the hydraulic pressure to each part of the transmission 4, And a transmission controller 12 for controlling the hydraulic control circuit 11.
- the hydraulic control circuit 11 and the transmission controller 12 constitute a shift control means.
- the transmission 4 includes a belt-type continuously variable transmission mechanism (hereinafter referred to as “variator”) 20 and a sub-transmission mechanism 30 provided in series with the variator 20 after the variator 20.
- “To be provided at the subsequent stage” means that the auxiliary transmission mechanism 30 is provided on the drive wheel 7 side of the variator 20 in the power transmission path from the engine 1 to the drive wheel 7.
- “provided in series” means that the variator 20 and the subtransmission mechanism 30 are provided in series in the same power transmission path.
- the auxiliary transmission mechanism 30 may be directly connected to the output shaft of the variator 20 as in the present embodiment, or may be connected via another transmission mechanism or a power transmission mechanism (for example, a gear train). .
- the variator 20 includes a primary pulley 21, a secondary pulley 22, and a V belt 23 wound around the pulleys 21 and 22.
- Each of the pulleys 21 and 22 includes a fixed conical plate, a movable conical plate that is arranged with a sheave surface facing the fixed conical plate, and forms a V-groove between the fixed conical plate, and the movable conical plate.
- Hydraulic cylinders 23a and 23b that are provided on the back surface of the movable cylinder and displace the movable conical plate in the axial direction.
- the auxiliary transmission mechanism 30 is a transmission mechanism having two forward speeds and one reverse speed.
- the sub-transmission mechanism 30 is connected to a Ravigneaux type planetary gear mechanism 31 in which two planetary gear carriers are connected, and a plurality of friction elements connected to a plurality of rotating elements constituting the Ravigneaux type planetary gear mechanism 31 to change their linkage state.
- Engaging elements (Low brake 32, High clutch 33, Rev brake 34).
- the gear position of the auxiliary transmission mechanism 30 is the first speed. If the high clutch 33 is engaged and the low brake 32 and the rev brake 34 are released, the speed stage of the subtransmission mechanism 30 becomes the second speed having a smaller speed ratio than the first speed. When the Rev brake 34 is engaged and the Low brake 32 and the High clutch 33 are released, the gear position of the subtransmission mechanism 30 is reverse.
- the transmission 4 is expressed as “the transmission 4 is in the low speed mode” when the shift stage is the first speed, and “the transmission 4 is in the high speed mode” when the speed is the second speed. .
- the Ravigneaux type planetary gear mechanism 31 includes a front sun gear 311, a rear sun gear 312, a long pinion gear 313, a short pinion gear 314, a ring gear 315, a front carrier 316, and a rear carrier 317.
- the Ravigneaux type planetary gear mechanism 31 includes a double pinion planetary gear mechanism including a rear sun gear 312, a long pinion gear 313, a short pinion gear 314, a ring gear 315, and a rear carrier 317, a front sun gear 311, a long pinion gear 313, a ring gear 315, and a front
- a single pinion planetary gear mechanism composed of a carrier 316 is combined, and a long pinion gear 313 and a ring gear 315 are shared.
- the rear sun gear 312 is an external gear connected to the input shaft 35 of the auxiliary transmission mechanism 30 and rotating integrally with the input shaft 35.
- the ring gear 315 is an internal gear arranged around the rear sun gear 312.
- the ring gear 315 is provided with a Rev brake 34. By fastening the Rev brake 32, the rotation of the ring gear 315 is prevented.
- a plurality of long pinion gears 313 that are external gears and a plurality of short pinion gears 314 that are external gears are arranged.
- the long pinion gear 313 meshes with the ring gear 315, the short pinion gear 314, and the front sun gear 311.
- the long pinion gear 313 can rotate (spin) individually and can rotate (revolve) around the front sun gear 311.
- the short pinion gear 314 is meshed with the long pinion gear 313 and the rear sun gear 312.
- the short pinion gear 314 can rotate (spin) individually, and can rotate (revolve) around the rear sun gear 312.
- the ring gear 315, the long pinion gear 313, and the short pinion gear 314 are grouped by a rear carrier 317 connected to the output shaft 36 of the auxiliary transmission mechanism 30.
- the rear carrier 317 is provided with a high clutch 33. By engaging the high clutch 33, the ring gear 315, the long pinion gear 313, and the short pinion gear 314 rotate together.
- the front sun gear 311 is an external gear that meshes with the long pinion gear 313.
- the front sun gear 311 is rotatably supported by the front carrier 316.
- the front carrier 316 is provided with a Low brake 32. By fastening the Low brake 32, the rotation of the front sun gear 311 is prevented.
- the transmission controller 12 includes a CPU 121, a storage device 122 including a RAM / ROM, an input interface 123, an output interface 124, and a bus 125 that connects these components to each other.
- the input interface 123 receives output signals of the throttle opening sensor 41, the rotation speed sensor 42, the vehicle speed sensor 43, the oil temperature sensor 44, the inhibitor switch 45, the accelerator stroke sensor 46, and the like.
- the throttle opening sensor 41 detects the throttle valve opening (hereinafter referred to as “throttle opening”) TVO of the engine 1.
- the vehicle speed sensor 43 detects a vehicle traveling speed (hereinafter referred to as “vehicle speed”) VSP.
- the oil temperature sensor 44 detects the oil temperature of the transmission 4.
- the inhibitor switch 45 detects the position of the select lever.
- the accelerator stroke sensor 46 detects the depression amount APO of the accelerator pedal.
- the storage device 122 stores a shift control program for the transmission 4 and a shift map (FIG. 4) used in the shift control program.
- the CPU 121 reads out and executes a shift control program stored in the storage device 122 and performs various arithmetic processes on various signals input via the input interface 123 to generate a shift control signal. Then, the generated shift control signal is output to the hydraulic control circuit 11 via the output interface 124.
- Various values used in the arithmetic processing by the CPU 121 and the arithmetic results are appropriately stored in the storage device 122.
- the hydraulic control circuit 11 includes a plurality of flow paths and a plurality of hydraulic control valves. Based on the shift control signal from the transmission controller 12, the hydraulic control circuit 11 controls a plurality of hydraulic control valves to switch the hydraulic pressure supply path, and prepares the necessary hydraulic pressure from the hydraulic pressure generated by the oil pump 10, Is supplied to each part of the transmission 4. As a result, the variator gear ratio vRatio and the gear position of the auxiliary transmission mechanism 30 are changed, and the transmission 4 is shifted.
- FIG. 3 shows an example of a shift map stored in the storage device 122 of the transmission controller 12.
- the operating point of the transmission 4 is determined based on the vehicle speed VSP and the primary rotational speed Npri.
- the slope of the line connecting the operating point of the transmission 4 and the zero point at the lower left corner of the transmission map represents the transmission ratio of the transmission 4 (hereinafter referred to as “through transmission ratio”) Ratio.
- the through speed ratio Ratio is the overall speed ratio obtained by multiplying the speed ratio of the variator 20 (hereinafter referred to as “variator speed ratio”) vRatio by the speed ratio of the auxiliary speed change mechanism 30.
- the transmission 4 shifts between the low speed mode Low line obtained by maximizing the variator transmission ratio vRatio and the low speed mode maximum High line obtained by minimizing the variator transmission ratio vRatio. can do.
- the operating point of the transmission 4 moves in the A region and the B region.
- the transmission 4 when the transmission 4 is in the high speed mode, the transmission 4 is between the high speed mode low line obtained by maximizing the variator speed ratio vRatio and the high speed mode maximum high line obtained by minimizing the variator speed ratio vRatio. It is possible to shift with. At this time, the operating point of the transmission 4 moves in the B region and the C region.
- the gear ratio of each gear stage of the sub-transmission mechanism 30 is such that the gear ratio corresponding to the low speed mode highest line (low speed mode highest high gear ratio) corresponds to the high speed mode lowest line (high speed mode lowest gear ratio). It is set to be smaller than that.
- a low speed mode ratio range that is a range of the through speed ratio Ratio of the transmission 4 that can be taken in the low speed mode
- a high speed mode ratio range that is a range of the through speed ratio Ratio of the transmission 4 that can be taken in the high speed mode. Partially overlap. That is, when the operating point of the transmission 4 is in the B region sandwiched between the high-speed mode lowest line and the low-speed mode highest line, the transmission 4 can select either the low-speed mode or the high-speed mode. .
- the mode switching shift line (1-2 shift line of the subtransmission mechanism 30) for performing the shift of the subtransmission mechanism 30 is set to overlap the low speed mode Highest line.
- the through gear ratio (hereinafter referred to as “mode switching gear ratio”) mRatio corresponding to the mode switching gear line is set to a value equal to the low speed mode highest gear ratio. Then, when the operating point of the transmission 4 crosses the mode switching shift line, that is, when the through speed ratio Ratio of the transmission 4 changes across the mode switching speed ratio mRatio, the mode switching shift is performed.
- the transmission controller 12 performs a shift of the auxiliary transmission mechanism 30 and performs a cooperative shift that changes the variator transmission ratio vRatio in a direction opposite to the direction in which the transmission ratio of the auxiliary transmission mechanism 30 changes.
- Changing the variator speed ratio vRatio in the direction opposite to the speed ratio change of the subtransmission mechanism 30 causes a step difference in the through speed ratio Ratio during the mode switching speed change and changes the input rotation, so that the driver does not feel uncomfortable. It is for doing so.
- the transmission controller 12 changes the speed of the subtransmission mechanism 30 from the first speed to the second speed.
- the speed is changed (1-2 shift), and the variator transmission ratio vRatio is changed to the higher transmission ratio side.
- the transmission controller 12 changes the gear position of the subtransmission mechanism 30 from the second speed to the first speed.
- the variator transmission ratio vRatio is changed to the lower transmission ratio.
- the shift shock is smaller when the variator gear ratio vRatio is on the High side (when it is small). This is due to the physical characteristic that the shift shock of the subtransmission mechanism 30 becomes smaller as the torque input to the subtransmission mechanism 30 becomes smaller.
- the torque capacity of the engagement side frictional engagement element (the high clutch 33 for the 1-2 shift, the low brake 32 for the 2-1 shift), and The combined torque capacity of the disengagement side frictional engagement elements (low brake 32 for 1-2 shift, high clutch 33 for 2-1 shift) and the combined torque capacity from the input torque of the sub-transmission 30 It is desirable to control the hydraulic pressure of each frictional engagement element so as to increase. This is because if the total torque capacity is smaller than the input torque of the auxiliary transmission mechanism 30, each frictional engagement element slips, and the engine rotation speed may increase rapidly, or a shock may occur during engagement after slipping.
- the torque capacity is an upper limit torque that can be transmitted by each frictional engagement element.
- the subtransmission mechanism 30 When shifting 2-1 when the vehicle is stopped, the subtransmission mechanism 30 is not rotating. Therefore, even if the hydraulic pressure of the Low brake 32, which is the friction engagement element on the engagement side, is increased and the torque capacity of the Low brake 32 is increased, the shock is shocked. Does not occur.
- the torque capacity of the low brake 32 is increased when the responsibility of the input torque of the subtransmission mechanism 30 is shifted from the high clutch 33 that is the frictional engagement element on the disengagement side to the low brake 32. After increasing the input torque of the auxiliary transmission mechanism 30, the torque capacity of the high clutch 33 may be reduced.
- the frictional engagement element that is engaged during traveling (the low brake 32 when the transmission 4 is in the low speed mode, and the friction engagement element that is in the high speed mode).
- the torque capacity of the high clutch 33 is preferably the lowest torque capacity at which the frictional engagement element does not slip. That is, the torque capacity of the frictional engagement element that is engaged during traveling is a capacity obtained by giving a predetermined margin to the input torque of the auxiliary transmission mechanism 30 (torque equivalent to input torque; hereinafter referred to as “normal target torque capacity”). It is desirable to control.
- normal target hydraulic pressure a hydraulic pressure at which the torque capacity of the frictional engagement element becomes the normal target torque capacity
- FIG. 8 is a time chart when a hydraulic undershoot occurs during an upshift (hereinafter referred to as “power ON upshift”) accompanied by a mode switching shift performed in a power-on state during traveling.
- FIG. 9 shows a stagnation in which the engine rotational speed does not change temporarily at the same rotational speed during an upshift accompanied by a mode switching shift performed in a power OFF state during traveling (hereinafter referred to as “power OFF upshift”). It is a time chart when a period occurs.
- the power ON state is a state where the accelerator pedal is depressed, that is, a state where the input torque of the transmission 4 is a positive torque (torque in which the input side of the transmission 4 is the driving side).
- the power OFF state is a state where the accelerator pedal is not depressed, that is, a state where the input torque of the transmission 4 is a negative torque (a torque where the output side of the transmission 4 is the driving side).
- the auxiliary transmission mechanism 30 ends the 1-2 shift through a preparation phase, a torque phase, an inertia phase, and an end phase.
- the preparation phase is a phase for preparing for changing the gear position of the auxiliary transmission mechanism 30. Specifically, the hydraulic pressure of the engagement side frictional engagement element of the auxiliary transmission mechanism 30 is reduced to the initial release pressure, and the target hydraulic pressure of the engagement side frictional engagement element is maintained at the precharge pressure for a predetermined time, and then the standby pressure Pressure).
- the release initial pressure is a hydraulic pressure value at which the torque capacity of the release-side frictional engagement element is set to a capacity at which the release-side frictional engagement element starts to slide. That is, it is a hydraulic pressure value for making the torque capacity of the disengagement side frictional engagement element equivalent to the input torque of the auxiliary transmission mechanism 30.
- the standby pressure is a hydraulic pressure value at which the torque capacity of the engagement side frictional engagement element is set to a capacity capable of transmitting torque to the engagement side frictional engagement element.
- the torque phase is a phase in which the responsibility of the input torque of the auxiliary transmission mechanism 30 is shifted from the release side frictional engagement element to the engagement side frictional engagement element. Specifically, the hydraulic pressure of the engagement side frictional engagement element is decreased toward zero while the hydraulic pressure of the engagement side frictional engagement element is increased from the standby pressure.
- the inertia phase is a phase from when the gear ratio change of the subtransmission mechanism 30 is started until the gear ratio becomes constant. Specifically, the hydraulic pressure of the engagement side frictional engagement element is decreased toward zero while the hydraulic pressure of the engagement side frictional engagement element is increased from the standby pressure.
- the end phase is a phase in which the engagement side frictional engagement element is completely engaged.
- the through speed ratio Ratio is changed with a predetermined transient response (for example, a primary response) toward the ultimate through speed DRatio. That is, the target through speed ratio Ratio0 for changing the through speed ratio Ratio toward the ultimate through speed DRatio with a predetermined transient response is set, and the through speed ratio Ratio is controlled to the target through speed ratio Ratio0.
- a predetermined transient response for example, a primary response
- the target through speed ratio Ratio0 is divided by the speed ratio of the subtransmission mechanism 30 to calculate the target speed ratio of the variator 20 (hereinafter referred to as “variator target speed ratio”) vRatio0, and the variator speed ratio vRatio becomes the variator target speed ratio vRatio0.
- the variator 20 is controlled so that
- the variator speed ratio vRatio reaches the maximum High speed ratio of the variator 20 (hereinafter referred to as “variator maximum High speed ratio”) before the inertia phase is started. There is a risk that. Then, the through speed ratio Ratio does not change until the inertia phase is started (see the portion surrounded by the broken line in the figure), and there is a stagnation period in which the engine speed does not change despite the upshift. Will occur. As a result, the smooth rotation change at the time of shifting is impaired and the driving performance is deteriorated. Further, if the output rotational speed of the transmission 4 is high (the vehicle speed is high), the stagnation period occurs at a high engine rotational speed, so that the fuel consumption is also deteriorated.
- the speed change stage of the subtransmission mechanism 30 when the speed change stage of the subtransmission mechanism 30 is stopped in the second speed state, the speed change stage of the subtransmission mechanism 30 is as early as possible at the time of stoppage in order to secure the driving force at the time of restart. Want to change to 1st gear.
- the target hydraulic pressure of the Low brake 32 which is the engagement side frictional engagement element
- the shift of the auxiliary transmission mechanism 30 will not be in time before the vehicle restarts, and the drive There is a possibility that it is impossible to secure the power.
- the torque capacity of the low brake 32 is increased to the input torque of the auxiliary transmission mechanism 30, and then the torque capacity of the high clutch 33 is decreased. For this reason, as the time until the torque capacity of the low brake 32 reaches the input torque of the auxiliary transmission mechanism 30 becomes longer, the transmission time of the auxiliary transmission mechanism 30 becomes longer.
- the hydraulic pressure of the Low brake 32 which is the engagement side frictional engagement element, is changed to the target hydraulic pressure with a predetermined transient response. Therefore, the time until the torque capacity of the Low brake 32 reaches the input torque of the auxiliary transmission mechanism 30 is set to be the target hydraulic pressure of the Low brake 32 and the hydraulic pressure that makes the torque capacity of the Low brake 32 the input torque of the auxiliary transmission mechanism 30. The higher the pressure is, the faster the hydraulic pressure rises, so it becomes shorter.
- the target hydraulic pressure of the Low brake 32 is set to a normal target hydraulic pressure equivalent to the input torque of the auxiliary transmission mechanism 30, the time until the torque capacity of the Low brake 32 reaches the input torque of the auxiliary transmission mechanism 30 becomes longer. Therefore, the shift of the subtransmission mechanism 30 is not in time before the vehicle restarts, and the driving force may not be ensured.
- the target hydraulic pressure of the Low brake 32 is set as high as possible when shifting 2-1 when the vehicle stops. It is desirable to do.
- the target torque capacity of the Low brake 32 is set to a target torque capacity at the time of starting higher than the normal target torque capacity. More specifically, the target hydraulic pressure of the Low brake 32 is set to a starting target hydraulic pressure that is higher than the normal target hydraulic pressure.
- the starting target hydraulic pressure is a hydraulic pressure required to make the torque capacity of the Low brake 32 the starting target torque capacity.
- the transmission controller 12 executes this routine at a predetermined calculation cycle (for example, 10 ms).
- FIG. 4 is a flowchart for explaining stop-time shift control according to the present embodiment.
- step S1 the transmission controller 12 determines whether the gear position of the subtransmission mechanism 30 is the second speed.
- the transmission controller 12 shifts the process to step S2 if the shift stage of the subtransmission mechanism 30 is the second speed, and ends the current process if it is the first speed.
- step S2 the transmission controller 12 determines whether there is a request to change the gear position of the auxiliary transmission mechanism 30 from the second speed to the first speed. Specifically, it is determined whether the through speed ratio Ratio of the transmission 4 is larger than the mode switching speed ratio mRatio. The transmission controller 12 proceeds to step S3 if it determines that the through speed ratio Ratio of the transmission 4 is greater than the mode switching speed ratio mRatio and that there is a 2-1 speed change request, and otherwise proceeds to the current process. finish.
- step S3 the transmission controller 12 determines whether the vehicle is decelerating. If the vehicle is not decelerating, the transmission controller 12 proceeds to step S4, and if decelerated, proceeds to step S5.
- step S4 the transmission controller 12 performs the mode switching shift described above. Specifically, the shift stage of the subtransmission mechanism 30 is changed from the second speed to the first speed (2-1 shift), and the variator speed ratio vRatio is changed to the lower speed ratio. That is, the mode switching speed ratio mRatio is caused to function as a downshift line for changing the shift speed of the subtransmission mechanism 30 from the second speed to the first speed.
- step S5 the transmission controller 12 does not perform the above-described mode switching shift, and maintains the gear position of the subtransmission mechanism 30 at the second speed. That is, the mode switching speed ratio mRatio is prevented from functioning as a downshift line for changing the gear position of the subtransmission mechanism 30 from the second speed to the first speed.
- step S6 the transmission controller 12 determines whether the vehicle has stopped.
- the transmission controller 12 shifts the process to step S7 if the vehicle is stopped, and ends the current process if the vehicle is not stopped.
- step S7 the transmission controller 12 performs a stop-time shifting process. Specific contents will be described later with reference to FIG.
- FIG. 5 is a flowchart for explaining the stop-time shifting process.
- step S71 the transmission controller 12 controls the torque capacity of the low brake 32 toward the target torque capacity at the time of start. Specifically, the target hydraulic pressure of the Low brake 32 is set to the target hydraulic pressure at the start, and the hydraulic pressure of the Low brake 32 is changed toward the target hydraulic pressure at the start with a predetermined transient response.
- step S72 the transmission controller 12 determines whether the torque capacity of the low brake 32 has become larger than the input torque of the auxiliary transmission mechanism 30. Specifically, it is determined whether the time since the hydraulic pressure of the Low brake 32 is changed toward the target hydraulic pressure at the start has exceeded a predetermined time. The transmission controller 12 shifts the process to step S73 if the time since the hydraulic pressure of the low brake 32 is changed toward the target hydraulic pressure at start exceeds a predetermined time, and otherwise ends the current process. To do.
- step S73 the transmission controller 12 sets the target hydraulic pressure of the high clutch 33 to zero, and changes the hydraulic pressure of the high clutch 33 toward zero with a predetermined transient response.
- FIG. 6 is a time chart for explaining the stop-time shift control according to the present embodiment.
- the case where the target hydraulic pressure of the Low brake 32 is set to the normal target hydraulic pressure is indicated by a thin line as a comparative example.
- the target hydraulic pressure of the Low brake 32 is set to the target hydraulic pressure at start at time t2, and the hydraulic pressure of the Low brake 32 is set to the target at startup. It is changed with a predetermined transient response toward the hydraulic pressure.
- the target hydraulic pressure of the Low brake 32 is set to the target hydraulic pressure at start which is larger than the normal target hydraulic pressure. Therefore, in the comparative example, the torque capacity of the Low brake 32 is larger than the input torque of the auxiliary transmission mechanism 30 at time t4. However, in the present embodiment, the torque capacity of the auxiliary transmission mechanism 30 is earlier than time t3. Is also getting bigger.
- the time required for the torque capacity of the Low brake 32 to be larger than the input torque of the auxiliary transmission mechanism 30 is shorter than in the comparative example. Therefore, the end time of the 2-1 shift is also the time t6 shorter than that in the comparative example, while the comparative example is time t6, and the sub-transmission mechanism 30 at the time of stopping is shorter than that in the comparative example.
- the shift time can be shortened.
- the vehicle when the vehicle is stopped from the state where the shift stage of the auxiliary transmission mechanism 30 is in the second speed, the vehicle is stopped while the shift stage of the auxiliary transmission mechanism 30 is in the state of the second speed.
- the gear position of the subtransmission mechanism 30 is changed from the second speed to the first speed.
- the speed change stage of the subtransmission mechanism 30 is not changed from the second speed to the first speed during traveling before the vehicle stops, and the speed change stage of the subtransmission mechanism 30 is changed from the second speed to the first speed when the vehicle stops. Therefore, the shift shock of the auxiliary transmission mechanism 30 can be prevented, and the driving performance can be improved. Further, since the shift stage of the subtransmission mechanism 30 is changed from the second speed to the first speed when the vehicle is stopped, the driving force at the time of restart can be secured.
- the target hydraulic pressure of the Low brake 32 that is the engagement side frictional engagement element is set to the start target hydraulic pressure. Then, the hydraulic pressure of the Low brake 32 is changed with a predetermined transient response toward the target hydraulic pressure at the start.
- the starting target hydraulic pressure is higher than the normal target hydraulic pressure for making the torque capacity of the Low brake 32 equivalent to the input torque of the auxiliary transmission mechanism 30. Therefore, the inclination of the hydraulic pressure increase becomes large, and the torque capacity of the Low brake 32 reaches the input torque of the auxiliary transmission mechanism 30 earlier than when the hydraulic pressure of the Low brake 32 is changed toward the normal target hydraulic pressure with a predetermined transient response. Can be made.
- the hydraulic pressure of the high clutch 32 can be reduced earlier than when the target hydraulic pressure of the low brake 32 is set to the normal target hydraulic pressure. it can. Therefore, it is possible to shorten the shift time when changing the gear position of the auxiliary transmission mechanism 30 from the second speed to the first speed when the vehicle is stopped.
- the shifting of the auxiliary transmission mechanism 30 can be completed more reliably until the vehicle restarts. Therefore, it is possible to suppress a shortage of driving force due to the fact that the shift of the subtransmission mechanism 30 is not completed at the time of restart.
- N idle neutral idle
- the N idle control is a control in which the Low brake 32 of the auxiliary transmission mechanism 30 is slipped when the vehicle is stopped and the select lever is in the travel range. Specifically, when the vehicle is stopped and the select lever is in the travel range, the oil pressure of the low brake 32 is increased to a predetermined N idle start oil pressure, and then the oil pressure is gradually reduced to reduce the low brake. The torque capacity of 32 is reduced to near zero.
- the N idle start hydraulic pressure is set based on the hydraulic pressure (hereinafter referred to as “line pressure”) supplied from the oil pump 10 to the hydraulic cylinders 23a and 23b via the hydraulic control circuit 11 when the vehicle is stopped. ing. Specifically, the upper limit of the N idle start hydraulic pressure is set to be equal to or lower than the line pressure.
- the upper limit of the hydraulic pressure value that can be supplied to the Low brake 32 is the line pressure, so if the N idle start hydraulic pressure is set to a value larger than the line pressure at the time of normal stop, it is necessary to increase the line pressure itself. For this reason, it is necessary to increase the idle rotation speed accordingly, and this causes the fuel consumption to deteriorate.
- the torque converter 2 can be released from the stalled state and the load on the engine 1 can be reduced, so that the fuel consumption when the vehicle is stopped can be suppressed.
- the N idle control is performed after the end of the 2-1 shift. Therefore, if the oil pressure of the Low brake 32 is changed toward the N idle start oil pressure after the end of the 2-1 shift, it takes time until the N idle control is performed, and the fuel consumption deteriorates.
- the start idle hydraulic pressure is set to the N idle start hydraulic pressure so that the N idle control can be performed immediately after the end of the 2-1 shift.
- FIG. 7B is a time chart for explaining the stop-time shift control according to the present embodiment.
- a time chart when the target hydraulic pressure of the Low brake 32 is set to the normal target hydraulic pressure is shown in FIG. 7A as a comparative example.
- the target hydraulic pressure of the Low brake 32 is set to the N idle start hydraulic pressure, and the hydraulic pressure of the Low brake 32 is changed toward the N idle start hydraulic pressure with a predetermined transient response.
- the N idle control is started, and the hydraulic pressure of the Low brake 32 is gradually reduced to reduce the torque capacity of the Low brake 32 to near zero.
- the N idle control can be performed immediately after the end of the 2-1 shift.
- the sub-transmission mechanism 30 is a transmission mechanism having two speeds of first speed and second speed as the forward speed.
- the transmission mechanism having three or more speed stages using the sub-transmission mechanism 30 as the forward speed. It is good.
- auxiliary transmission mechanism 30 is configured using a Ravigneaux type planetary gear mechanism, it is not limited to such a configuration.
- a normal planetary gear mechanism and a friction engagement element may be combined, or a plurality of power transmission paths including a plurality of gear trains having different gear ratios, and friction engagement for switching these power transmission paths. You may comprise by an element.
- hydraulic cylinders 23a and 23b are provided as actuators for displacing the movable conical plates of the pulleys 21 and 22 in the axial direction
- the actuators are not limited to those driven by hydraulic pressure but may be electrically driven. Good.
- the mode switching gear ratio is set to a value equal to the low speed mode maximum High gear ratio
- the term “equal” here includes a case where it is substantially equal, and such a case is also within the technical scope of the present invention. included.
- the so-called belt type continuously variable transmission mechanism using a belt and a pulley as the continuously variable transmission mechanism 20 has been described as an example, the present invention is not limited to this.
- a so-called chain type continuously variable transmission mechanism using a chain and a pulley, or a so-called toroidal type continuously variable transmission mechanism using a power roller and an input / output disk may be used.
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Abstract
Description
図1は本発明の第1実施形態による無段変速機を搭載した車両の概略構成図である。この車両は動力源としてエンジン1を備える。エンジン1の出力回転は、ロックアップクラッチ付きトルクコンバータ2、第1ギヤ列3、無段変速機(以下「変速機」という。)4、第2ギヤ列5、終減速装置6を介して駆動輪7へと伝達される。第2ギヤ列5には駐車時に変速機4の出力軸を機械的に回転不能にロックするパーキング機構8が設けられる。
次に、本発明の第2実施形態について説明する。本発明の第2実施形態は、所定の条件が成立している停車時にニュートラルアイドル(以下「Nアイドル」という。)制御を実施する点で第1実施形態と相違する。以下、その相違点について説明する。なお、以下に示す各実施形態では前述した実施形態と同様の機能を果たす部分には、同一の符号を用いて重複する説明を適宜省略する。
Claims (3)
- 変速比を無段階に変更することができる無段変速機構と、
前記無段変速機構に対して直列に設けられ、前進用変速段として第1変速段とこの第1変速段よりも変速比の小さな第2変速段とを含み、複数の摩擦締結要素を選択的に締結又は解放することで第1変速段と第2変速段とを切り換える副変速機構と、
を備える車両用無段変速機の制御装置であって、
前記副変速機構の変速段が第2変速段の状態から車両を停車させる場合は前記副変速機構の変速段を第2変速段に維持したまま車両を停車させる変速制御手段を備える、
ことを特徴とする車両無段変速機構の制御装置。 - 前記副変速機構の変速段を第2変速段に維持したまま車両が停車した後の停車時に前記副変速機構の変速段を第2変速段から第1変速段に切り換えるときは、前記複数の摩擦締結要素のうちの締結側摩擦締結要素の目標トルク容量を、停車時に前記副変速機構に入力される入力トルク相当のトルクよりも大きい発進時トルク容量に設定する停車時目標トルク容量設定手段を備える、
ことを特徴とする請求項1に記載の車両無段変速機構の制御装置。 - 前記副変速機構の変速段が第1変速段の状態で停車しているときに、前記副変速機構の変速段を第1変速段にするために締結されている摩擦締結要素のトルク容量を、所定のニュートラルアイドル開始トルク容量まで高めた後、略ゼロまで低下させるニュートラルアイドル制御手段を備え、
停車時目標トルク容量設定手段は、前記発進時トルク容量を、前記ニュートラルアイドル開始トルク容量に設定する、
ことを特徴とする請求項2に記載の車両無段変速機構の制御装置。
Priority Applications (7)
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EP11747284.5A EP2541101B1 (en) | 2010-02-23 | 2011-02-21 | Control device for continuously variable transmission for vehicle |
BR112012021711-9A BR112012021711B1 (pt) | 2010-02-23 | 2011-02-21 | dispositivo de controle de uma transmissão continuamente variável para um veículo |
JP2012501766A JP5344081B2 (ja) | 2010-02-23 | 2011-02-21 | 車両用無段変速機の制御装置 |
US13/579,152 US9022900B2 (en) | 2010-02-23 | 2011-02-21 | Control device of continuously variable transmission for vehicle |
CN201180004960.XA CN102656391B (zh) | 2010-02-23 | 2011-02-21 | 车辆用无级变速器的控制装置 |
MX2012008134A MX341897B (es) | 2010-02-23 | 2011-02-21 | Dispositivo de control para transmision continuamente variable para vehiculos. |
RU2012140514/11A RU2508487C1 (ru) | 2010-02-23 | 2011-02-21 | Устройство управления бесступенчатой трансмиссии для транспортного средства |
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JP2010037065 | 2010-02-23 | ||
JP2010-037065 | 2010-02-23 |
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EP (1) | EP2541101B1 (ja) |
JP (1) | JP5344081B2 (ja) |
CN (1) | CN102656391B (ja) |
BR (1) | BR112012021711B1 (ja) |
MX (1) | MX341897B (ja) |
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EP2902668B8 (en) * | 2012-09-27 | 2018-07-11 | Nissan Motor Co., Ltd | Continuously variable transmission and control method thereof |
KR101706494B1 (ko) * | 2013-03-27 | 2017-02-13 | 쟈트코 가부시키가이샤 | 벨트식 무단 변속기의 제어 장치 |
CN105531512B (zh) * | 2013-10-23 | 2017-07-07 | 加特可株式会社 | 无级变速器的控制装置 |
KR20180014849A (ko) * | 2013-10-24 | 2018-02-09 | 쟈트코 가부시키가이샤 | 벨트식 무단 변속기의 유압 제어 장치 |
WO2015106350A1 (en) | 2014-01-16 | 2015-07-23 | Transmission Cvtcorp Inc. | Slip control method and arrangement for a driveline including a continuously variable transmission |
KR101893710B1 (ko) * | 2014-07-29 | 2018-08-30 | 쟈트코 가부시키가이샤 | 무단 변속기 및 그 제어 방법 |
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JP6293282B2 (ja) * | 2014-07-31 | 2018-03-14 | ジヤトコ株式会社 | 車両の制御装置及び制御方法 |
US9746070B2 (en) | 2014-11-26 | 2017-08-29 | Polaris Industries Inc. | Electronic control of a transmission |
US9482329B2 (en) * | 2015-01-08 | 2016-11-01 | GM Global Technology Operations LLC | Multi-mode transmission for vehicle powertrain system |
CN107110343B (zh) * | 2015-02-06 | 2019-02-19 | 日产自动车株式会社 | 自动变速机的控制装置 |
WO2016152290A1 (ja) * | 2015-03-20 | 2016-09-29 | ジヤトコ株式会社 | 変速機の制御装置及び変速機の制御方法 |
JP6412647B2 (ja) * | 2015-06-23 | 2018-10-24 | ジヤトコ株式会社 | 変速機及び変速機の制御方法 |
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US9022900B2 (en) | 2015-05-05 |
CN102656391A (zh) | 2012-09-05 |
BR112012021711B1 (pt) | 2020-12-08 |
JPWO2011105323A1 (ja) | 2013-06-20 |
MX2012008134A (es) | 2012-08-15 |
EP2541101A4 (en) | 2013-12-11 |
MX341897B (es) | 2016-09-07 |
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BR112012021711A2 (pt) | 2016-08-16 |
JP5344081B2 (ja) | 2013-11-20 |
RU2508487C1 (ru) | 2014-02-27 |
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US20120322613A1 (en) | 2012-12-20 |
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