WO2013105444A1 - Dispositif permettant de commander une force de serrage d'une courroie dans une transmission à changement de vitesses continu à courroie en v - Google Patents

Dispositif permettant de commander une force de serrage d'une courroie dans une transmission à changement de vitesses continu à courroie en v Download PDF

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Publication number
WO2013105444A1
WO2013105444A1 PCT/JP2012/083772 JP2012083772W WO2013105444A1 WO 2013105444 A1 WO2013105444 A1 WO 2013105444A1 JP 2012083772 W JP2012083772 W JP 2012083772W WO 2013105444 A1 WO2013105444 A1 WO 2013105444A1
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WIPO (PCT)
Prior art keywords
braking
belt
clamping pressure
continuously variable
variable transmission
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PCT/JP2012/083772
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English (en)
Japanese (ja)
Inventor
啓太 奥平
裕介 細川
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日産自動車株式会社
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Publication of WO2013105444A1 publication Critical patent/WO2013105444A1/fr

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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
    • F16H61/66272—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 characterised by means for controlling the torque transmitting capability of the gearing
    • 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
    • F16H2312/18—Strong or emergency braking
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
    • F16H59/54—Inputs being a function of the status of the machine, e.g. position of doors or safety belts dependent on signals from the brakes, e.g. parking brakes

Definitions

  • the present invention relates to a V-belt type continuously variable transmission, and more particularly to an apparatus for appropriately controlling the clamping force of a V belt between sheaves defining a pulley V groove of the continuously variable transmission. Is.
  • the V-belt type continuously variable transmission is configured so that rotation from a power source such as an engine or a motor can be transmitted by spanning a V-belt between an input-side primary pulley and an output-side secondary pulley.
  • a power source such as an engine or a motor
  • the primary pulley and the secondary pulley are each configured such that the other movable sheave can individually stroke in the axial direction with respect to one fixed sheave forming the pulley V groove.
  • the movable sheave of one of these pulleys is stroke-controlled in the axial direction approaching or moving away from the corresponding fixed sheave, and the movable sheave of the other pulley is moved in the axial direction moving away from the corresponding fixed sheave or
  • the pulley rotation ratio between the two pulleys is changed steplessly toward the target gear ratio equivalent value, thereby performing continuously variable transmission.
  • the pulley thrust is normally controlled so that the belt clamping pressure is in accordance with the input torque to the transmission.
  • the inertia torque due to this deceleration also reaches the V-belt. There is a risk of slipping due to lack.
  • the slip limit thrust described above is determined by the transmission torque between the V belt and the pulley and the pulley winding radius of the V belt, and the transmission torque between the V belt and the pulley is determined by the input torque to the transmission.
  • the slip limit thrust can be derived based on the input torque from the engine (torque converter) to the transmission.
  • the braking force generated by the braking operation is input to the transmission, so that the transmission torque between the V-belt and the pulley is not limited to the input torque from the power source to the transmission.
  • a very large braking force is input to the transmission, which dominates the transmission torque between the V-belt and the pulley. It becomes impossible to derive the slip limit thrust only by the input torque to.
  • Patent Document 1 the operation (braking) of the brake device is detected by a brake switch or the like, and during this braking, the pulley thrust is assumed to be a sudden braking on a low ⁇ road. Also, the slippage between the V belt and the pulley (opposed sheave) was increased so as not to cause a slip.
  • the pulley thrust to be added is set uniformly for each pulley rotation ratio, but the inertia torque of the primary pulley shaft generated by the braking force at the time of sudden braking on a low ⁇ road is obtained from the change in primary pulley rotation, and the transmission to the transmission is determined.
  • a slip limit thrust is obtained by using a torque value obtained by subtracting the inertia torque from the engine (torque converter) torque, which is an input torque, as a primary pulley torque, and an insufficiency with respect to the slip limit thrust is added to determine a pulley thrust.
  • the inertia torque of the primary pulley shaft described above is calculated based on the primary pulley rotation change, and contributes to the determination of the added pulley thrust during braking.
  • the pulley thrust is added based on the primary pulley rotation change caused by the braking force.
  • the pulley thrust addition correction is performed after braking, and the pulley A large pulley thrust addition delay occurs due to the addition of the hydraulic response delay between the thrust addition instruction and the actual pulley thrust increase correction, and it is inevitable that the V-belt slips on the pulley during this time. Problems arise.
  • the present invention is based on the fact recognition that it originates from the addition control of the pulley thrust (belt clamping pressure increase control) based on the current primary pulley rotation change itself,
  • a belt that performs a sudden braking only in the case of a sudden braking determination is performed by classifying a gentle braking or a sudden braking from a look-ahead braking force obtained by estimating a braking force after a predetermined time.
  • An object of the present invention is to propose a belt clamping pressure control device for a V-belt continuously variable transmission that performs the clamping pressure increase control and that performs the belt clamping pressure increase control based on the look-ahead braking force. .
  • the belt clamping pressure control device of the V-belt type continuously variable transmission is configured as follows.
  • V-belt type continuously variable transmission which is the premise of the present invention, It is configured to be able to transmit power by spanning a V-belt between pulleys.
  • one movable sheave is displaced in the axial direction with respect to the other fixed sheave. Shifting is possible, and the V-belt clamping pressure between the opposed sheaves is increased during braking to decelerate the output pulley of the pulleys.
  • the belt clamping pressure control device is characterized in that a braking force look-ahead unit and a braking belt clamping pressure increase control unit as described below are provided for such a V-belt continuously variable transmission.
  • the former braking force prefetching means estimates the braking force after a predetermined time from the braking force performing the braking and the changing speed of the braking force
  • the latter belt-holding pressure increase control means during braking causes the belt-holding pressure increase control during braking based on the pre-read braking force when the pre-read braking force estimated by the braking force pre-read means exceeds a set braking force. It is.
  • the belt clamping pressure control device of the V-belt type continuously variable transmission In order to perform the braking belt clamping pressure increase control based on the look-ahead braking force representing the sudden braking at the time of sudden braking in which the look-ahead braking force after the predetermined time is equal to or greater than the set braking force, Since these determinations based on the look-ahead braking force described above are performed based on the above-described look-ahead braking force, it is not necessary to rely on a phenomenon such as a primary pulley rotation change caused by the braking force as in the past. The response delay of the belt clamping pressure increase control during sudden braking can be eliminated, and the problem that the V-belt slips on the pulley during the response delay does not occur.
  • FIG. 1 is a system diagram schematically showing a power train of a V-belt continuously variable transmission equipped vehicle (hybrid vehicle) equipped with a belt clamping pressure control device according to a first embodiment of the present invention together with its control system.
  • FIG. 2 is a functional block diagram of shift control and belt clamping pressure control executed by the transmission controller in FIG.
  • FIG. 3 is a functional block diagram showing details of a primary input torque calculation unit in FIG. 4 is a flowchart showing a control program executed by a sudden braking determination unit in FIG.
  • FIG. 2 is a characteristic diagram illustrating a thrust ratio map of the V-belt type continuously variable transmission in FIG.
  • the relationship between the transmission input torque at the time of slow braking, the inertia torque of the primary pulley shaft, and the primary input torque is illustrated as an example.
  • the relationship between the transmission input torque at the time of sudden braking, the inertia torque of the primary pulley shaft, and the primary input torque is exemplified.
  • FIG. 5 is a logic explanatory diagram of sudden braking determination by the control program of FIG.
  • FIG. 6 is a characteristic diagram illustrating a relationship between a brake pedal depression force and a braking force. It is a characteristic line diagram which illustrated the relation between brake fluid pressure and braking power.
  • FIG. 2 is a shift pattern diagram showing shift lines of the V-belt continuously variable transmission in FIG. 5 is an operation time chart showing a shift control and a belt clamping pressure control when the transmission controller in FIG.
  • FIG. 5 is a flowchart instead of FIG. 4, showing a control program executed by the sudden braking determination unit of FIG. 3 by the belt clamping pressure control device according to the second embodiment of the present invention.
  • FIG. 2 is a characteristic diagram illustrating a change characteristic of a shift hydraulic pressure response delay with respect to an oil temperature of the V-belt continuously variable transmission in FIG. 16 is an operation time chart showing a shift control and a belt clamping pressure control when the transmission controller in FIG. 1 executes based on the result of the sudden braking determination by the control program in FIG.
  • FIG. 1 schematically shows a power train of a V-belt continuously variable transmission vehicle (hybrid vehicle) equipped with a belt clamping pressure control device according to a first embodiment of the present invention, together with its control system.
  • V-belt continuously variable transmission CVT
  • This V-belt type continuously variable transmission 1 has a primary pulley 2 and a secondary pulley 3 arranged so that both pulley V grooves are aligned in a plane perpendicular to the axis, and the endless V in the V grooves of these pulleys 2 and 3 is provided.
  • the belt 4 is stretched and generally configured.
  • An engine 5 as a first power source is arranged coaxially with the primary pulley 2, and between the engine 5 and the primary pulley 2, a first clutch CL1, a motor / generator 6 as a second power source in order from the engine 5 side,
  • the second clutch CL2 is disposed coaxially and interposed.
  • the motor / generator 6 is composed of a fixed annular stator 6s, a rotor 6r that is concentrically arranged in the interior thereof and rotatable, and a rotor shaft 6h that passes through and is fixed to the center of the rotor 6r. It acts as a (motor) or as a generator (generator).
  • the first clutch CL1 is detachably coupled between the motor / generator 6 (rotor shaft 6h) and the engine 5 (engine crankshaft 5a).
  • the first clutch CL1 can change the transmission torque capacity continuously or stepwise, for example, by controlling the clutch hydraulic oil flow rate and the clutch hydraulic pressure with a proportional solenoid continuously or stepwise, the transmission torque capacity It is composed of a wet multi-plate clutch that can be changed.
  • the second clutch CL2 is detachably coupled between the motor / generator 6 (rotor shaft 6h) and the primary pulley 2 (primary pulley shaft 2s). Similarly to the first clutch CL1, the second clutch CL2 can change the transmission torque capacity continuously or stepwise.For example, the proportional hydraulic solenoid controls the clutch hydraulic fluid flow rate and the clutch hydraulic pressure continuously or stepwise. And a wet multi-plate clutch whose transmission torque capacity can be changed.
  • the secondary pulley 3 is drive-coupled to the left and right drive wheels (front wheels) 11 through the intermediate gear set 7, the final reduction gear set 8, and the differential gear device 9 in order.
  • the first clutch CL1 is released when the electric travel (EV) mode used at the time of low load and low vehicle speed including when starting from a stopped state is required. Then, the second clutch CL2 is engaged.
  • the motor / generator 6 is driven in this state, only the output rotation from the motor / generator 6 reaches the primary pulley 2, and the V-belt continuously variable transmission 1 transmits the rotation to the primary pulley 2 to the V-belt 4. Is transmitted to the secondary pulley 3, and then the rotation of the secondary pulley 3 reaches the left and right drive wheels (front wheels) 11 via the intermediate gear set 7, the final reduction gear set 8, and the differential gear device 9, and the vehicle is driven only by the motor / generator 6.
  • the vehicle can be driven in electric drive (EV) mode.
  • the first clutch CL1 When a hybrid travel (HEV) mode used during high speed travel or heavy load travel is required, the first clutch CL1 is also engaged with the second clutch CL2 engaged. In this state, both the output rotation from the engine 5 and the output rotation from the motor / generator 6 reach the primary pulley 2, and the V-belt continuously variable transmission 1 transmits the rotation to the primary pulley 2 to the V-belt 4 Is transmitted to the secondary pulley 3, and then the rotation of the secondary pulley 3 reaches the left and right drive wheels (front wheels) 11 via the intermediate gear set 7, the final reduction gear set 8 and the differential gear device 9, and the vehicle is connected to the engine 5 and the motor / The vehicle can be driven in a hybrid driving (HEV) mode using both the generators 6.
  • HEV hybrid driving
  • the primary pulley 2 and the secondary pulley 3 One of the opposing sheaves forming the V-groove is a fixed sheave 2a, 3a, and the other sheave 2b, 3b is a movable sheave that can be displaced in the axial direction.
  • movable sheaves 2b and 3b are respectively provided with hydraulic cylinders 2c and 3c on the back side, and the hydraulic pulleys 2c and 3c are responded by supplying a primary pulley pressure Pp and a secondary pulley pressure Ps that are commanded as described later.
  • the movable sheaves 2b and 3b are urged in the axial direction toward the fixed sheaves 2a and 3a by the pulley thrust. As a result, the V-belt 4 is clamped between the opposed sheaves 2a, 2b and 3a, 3b to enable the power transmission between the primary pulley 2 and the secondary pulley 3.
  • the movable sheave 2b of the primary pulley 2 approaches the fixed sheave 2a to narrow the pulley V groove width, and at the same time, the movable sheave 3b of the secondary pulley 3 is fixed.
  • the endless V-belt 4 has an increased winding diameter with respect to the primary pulley 2 and a reduced winding diameter with respect to the secondary pulley 3, and the continuously variable transmission 1 has been selected from the lowest speed ratio selection state to the highest speed ratio selection state. It is possible to upshift under a continuously variable transmission.
  • the movable sheave 2b of the primary pulley 2 is moved away from the fixed sheave 2a to widen the pulley V groove width, and at the same time the movable sheave 3b of the secondary pulley 3 is As the pulley V groove width is narrowed by approaching the fixed sheave 3a,
  • the endless V-belt 4 has a smaller winding diameter with respect to the primary pulley 2 and an increased winding diameter with respect to the secondary pulley 3, and the continuously variable transmission 1 is selected from the highest gear ratio selection state to the lowest gear ratio selection state.
  • the engine 5 is controlled as usual by the engine controller 21, and the motor / generator 6 performs the above-described mode selection and predetermined motor driving force adjustment by the hybrid controller 22 together with the first clutch CL1 and the second clutch CL2. Shall be controlled.
  • the V-belt type continuously variable transmission 1 is configured such that the above-described speed change is performed via the control valve body 24 by the primary pulley pressure Pp and the secondary pulley pressure Ps commanded from the transmission controller 23, and the present invention is aimed at. It is assumed that the belt clamping pressure adjustment described later is controlled.
  • Information from the accelerator opening sensor 25 that detects the accelerator opening APO, and the inhibitor switch 26 that detects the select lever position (P, R, N, D range) of the V-belt type continuously variable transmission 1 operated by the driver Information Information from the primary rotation sensor 27 that detects the rotation speed Np of the primary pulley 2, information from the secondary rotation sensor 28 that detects the rotation speed Ns of the secondary pulley 3, and the operation of the V-belt continuously variable transmission 1 Information from the oil temperature sensor 29 that detects the oil temperature Temp is also exchanged.
  • the control valve body 24 is supplied with the line pressure P L obtained by regulating the hydraulic oil from the oil pump 31 driven by the rotor shaft 6h of the motor / generator 6 with the line pressure solenoid 32. Shift control and belt clamping pressure control of the V-belt type continuously variable transmission 1 are performed using L as an original pressure. Therefore, the control valve body 24 includes a primary pulley pressure solenoid 24p and a secondary pulley pressure solenoid 24s.
  • the primary pulley pressure solenoid 24p responds to the primary pulley pressure Pp commanded from the transmission controller 23, regulates the line pressure P L to the primary pulley pressure Pp, and supplies it to the hydraulic cylinder 2c of the primary pulley 2.
  • the secondary pulley pressure solenoid 24s responds to the secondary pulley pressure Ps commanded from the transmission controller 23, regulates the line pressure P L to the secondary pulley pressure Ps, and supplies it to the hydraulic cylinder 3c of the secondary pulley 3.
  • the hybrid vehicle in FIG. 1 further includes a hydraulic brake device including a brake pedal 41, a brake hydraulic pressure booster 42, a master cylinder 43, and a wheel cylinder 44.
  • the brake device brakes the wheels 11 to decelerate and stop the vehicle. It is possible.
  • the hybrid vehicle in FIG. 1 also includes a vehicle behavior control device having a VDC controller 45 as a main component, and is turned on when the brake pedal 41 is depressed, information from the stroke sensor 46 that detects the depression stroke STb of the brake pedal 41. Automatic wheel braking via the hydraulic brake device based on information from the brake switch 47 that outputs the corresponding signal SWb, and steering information, wheel speed information, and vehicle behavior information detected by a sensor (not shown). It is assumed that vehicle behavior control by control and anti-skid control (ABS control) for preventing wheel braking slip are performed.
  • ABS control anti-skid control
  • the transmission controller 23 acquires information on the brake stroke STb, the brake switch ON (braking) signal SWb, and the anti-skid control ON signal (ABS signal) from the VDC controller 45, and uses them for belt clamping pressure control described later.
  • the shift control of the V-belt type continuously variable transmission 1 includes a primary pulley pressure Pp controlled as described later so as to realize a target speed ratio Dip (described in detail later) while preventing slippage of the V-belt 4;
  • the secondary pulley pressure Ps determines the V groove width of both pulleys 2 and 3 and also determines the clamping pressure of the V belt 4 between the pulley sheaves 2a and 2b and 3a and 3b.
  • the transmission controller 23 performs the processing described below with reference to FIGS.
  • the primary pulley pressure Pp and the secondary pulley pressure Ps are supplied to the corresponding solenoids 24p and 24s in the control valve body 24 as pulley pressure commands as shown in FIG.
  • Solenoids 24p and 24s respond to these pulley pressure commands, respectively, and target primary pulley pressure Pp and secondary pulley pressure Ps according to the above calculated values to hydraulic cylinders 2c and 3c, respectively, and V belt type continuously variable transmission 1 performs a predetermined transmission operation and shift control.
  • the thrust of the primary pulley 2 and the secondary pulley 3 (the pressing force of the movable sheaves 2b and 3b in the direction toward the fixed sheaves 2a and 3a, that is, for generating the belt clamping pressure)
  • a method for setting the pulley thrust will be described.
  • the pulley thrust applied to the primary pulley 2 by the hydraulic cylinder 2c is referred to as primary thrust
  • the pulley thrust applied to the secondary pulley 3 by the hydraulic cylinder 3c is referred to as secondary thrust.
  • the slip limit thrust which is a very low thrust that does not cause a slip between the V belt 4 and the pulleys 2 and 3, will be described.
  • the reference thrust corresponding to the belt transmission torque (input torque Tp to the primary pulley 2) of the V belt 4 When at least one of the primary thrust and the secondary thrust falls below the reference thrust corresponding to the belt transmission torque (input torque Tp to the primary pulley 2) of the V belt 4, substantial slip occurs, and the V belt 4 and the pulley 2 , 3 may deteriorate the durability of the V-belt 4 due to deterioration of the surface condition due to wear of the friction surface. Therefore, the reference thrust necessary to prevent substantial slip when the torque is transmitted between the V-belt 4 and the pulleys 2 and 3 is referred to as slip limit thrust.
  • substantially slip means that the V-belt 4 causes a very small slip with respect to the primary pulley 2 and the secondary pulley 3 even during normal torque transmission, and the slip becomes zero. Because there is no. Therefore, hereinafter, “substantial slip” means slip of the V-belt 4 that hinders torque transmission.
  • both the primary thrust and the secondary thrust must be larger than the slip limit thrust. is there.
  • the balance thrust is the thrust of the primary pulley 2 and the secondary pulley 3 that satisfy the thrust ratio between the primary thrust and the secondary thrust for realizing the target speed ratio Dip.
  • the thrust ratio is a ratio (Fp / Fs) between the primary thrust Fp and the secondary thrust Fs.
  • the primary thrust Fp and the secondary thrust Fs are balanced thrusts that realize the thrust ratio Fp / Fs determined by the target gear ratio Dip and the load applied to the V-belt 4, respectively. There is a need to.
  • the secondary thrust Fs and the primary thrust Fp need to be set so that each of them is larger than the slip limit thrust and a balance thrust in order to cause the slip of the V-belt 4 and realize the target speed ratio Dip. .
  • slip limit thrust Fmin slip limit secondary thrust Fs_min and slip limit primary thrust Fp_min
  • ⁇ pulley sheave angle
  • ⁇ friction coefficient between V belt and pulley
  • Rp radius of belt winding around primary pulley
  • the slip limit secondary thrust Fs_min can also be expressed by the following equation (2).
  • Fs_min
  • the balance secondary thrust Fs and the balance primary thrust Fp are generally obtained from the thrust ratio map shown in FIG.
  • the horizontal axis is a scale of the input torque ratio (Tp / Tbelt_max) represented by the ratio of the primary pulley input torque Tp to the transmission torque capacity (Tbelt_max) of the V belt 4.
  • the belt transmission torque capacity (Tbelt_max) means the maximum torque that can be transmitted from the primary pulley 2 to the secondary pulley 3 without slipping the V-belt 4, in other words, the belt transmission torque capacity is expressed by the equation (1 ) From the actual secondary thrust Fs and the primary thrust Fp that are calculated backward, the torque input to the primary pulley 2 when the lower one is the slip limit thrust (the actual secondary thrust / primary thrust (The maximum input torque to the primary pulley that does not cause slipping).
  • the vertical axis in FIG. 5 is a scale of the ratio of the balance primary thrust Fp to the balance secondary thrust Fs for each target speed ratio Dip, that is, the thrust ratio (Fp / Fs).
  • the secondary thrust Fs should be at least as shown in the image diagram of FIG. 6 in the region where the thrust ratio (Fp / Fs) is 1 or more.
  • the primary thrust Fp is set to at least the slip limit thrust Fmin, and the secondary thrust Fs is set so that the balance thrust is obtained based on the primary thrust Fp.
  • both the secondary thrust Fs and the primary thrust Fp are made larger than the slip limit thrust Fmin. Then, the shortage thrust required for the ratio of the primary thrust Fp and the secondary thrust Fs to be the above thrust ratio (Fp / Fs) obtained from FIG. 5 is added to one primary thrust Fp or Fs. Increase with.
  • the primary thrust is set in this way, according to this setting, both the secondary thrust Fs and the primary thrust Fp can be balanced thrusts that do not fall below the slip limit thrust Fmin.
  • the transmission controller 23 in FIG. 1 performs the processing shown in the functional block diagram of FIG. 2 to determine the primary thrust Fp and the secondary thrust Fs, respectively, and generates these pulley thrusts Fp and Fs.
  • the primary pulley pressure Pp and the secondary pulley pressure Ps are obtained and supplied to the pulley pressure solenoids 24p and 24s of the control valve body 24 as pulley pressure commands as shown in FIG.
  • the primary input torque calculation unit B1 is a sum value of the engine torque Te and the motor / generator torque Tm (the torque Te and Tm are information from the engine controller 21 and the hybrid controller 22) toward the V-belt type continuously variable transmission 1.
  • the primary input torque Tp (V belt) to the primary pulley 2 4) is determined according to the procedure shown in the functional block diagram of FIG.
  • Tp Tin-Tj (5)
  • the inertia torque Tj of the primary pulley shaft 2s is the inertia moment Jp of each element (engine 5, clutch CL1, CL2, motor / generator 6, etc.) coupled to the primary pulley shaft 2s during traveling, and the primary pulley. From the rotational angular acceleration (Jp ⁇ d ⁇ ) of the shaft 2s, the following is obtained.
  • Tj Jp ⁇ d ⁇ / dt (6)
  • the inertia torque Tj of the primary pulley shaft 2s can be calculated as the braking force acting on the primary pulley shaft 2s. That is, the inertia torque Tj of the primary pulley shaft 2s changes according to the magnitude of the braking force by the hydraulic brake device. Since the deceleration of the vehicle increases as the braking force increases, the inertia torque Tj of the primary pulley shaft 2s takes a large negative value.
  • the slip limit thrust Fmin is obtained from the absolute value of the primary input torque Tp, the slip limit thrust Fmin is higher at the time of sudden braking than at the time of slow braking, that is, the amount of addition of the pulley thrust to the pulley thrust before considering the inertia torque Tj As is apparent from the comparison between FIGS. 7 and 8, this is increased more greatly during sudden braking than during slow braking.
  • the sudden braking determination unit B1-1 in FIG. 3 there is a diagram between the braking force Fb by the hydraulic brake device to be referred to for the determination and the braking stroke STb. Since the relationship illustrated in FIG. 9 exists, it is determined whether the braking is slow braking or sudden braking by executing the control program of FIG. 4 based on the braking stroke STb.
  • step S11 of FIG. 4 the brake stroke STb_ (1) before the predetermined time ⁇ t1 and the current brake stroke STb are read.
  • step S12 by comparing the brake stroke STb_ (1) before the predetermined time ⁇ t1 with the current brake stroke STb, that is, the brake stroke speed ⁇ STb is divided by the predetermined time ⁇ t1. calculate.
  • step S13 the brake stroke STb_ (2) after a predetermined time ⁇ t2 is estimated and predicted from the current brake stroke STb and the brake stroke speed ⁇ STb, and this is determined as a pre-read brake stroke. Therefore, step S13 corresponds to the braking force prefetching means in the present invention.
  • step S14 it is determined whether sudden braking or gentle braking is performed based on whether the pre-reading brake stroke STb_ (2) is equal to or greater than the sudden braking determination threshold value STb_s. If STb_ (2) ⁇ STb_s, it is determined that the braking is sudden in step S15, the sudden braking determination flag FLAGb is set to “1”, and if STb_ (2) ⁇ STb_s, then in step S16 The determination that the braking is sudden is terminated (determined that the braking is slow), and the rapid braking determination flag FLAGb is reset to “0”.
  • FIG. 10 shows a determination example of the sudden braking and the gentle braking described above with reference to FIG.
  • the pre-read brake stroke STb_ (2) is equal to or greater than the sudden braking determination threshold value STb_s, so it is determined that sudden braking is ON and the brake stroke STb is slow as indicated by the alternate long and short dashed line
  • the pre-reading brake stroke STb_ (2) is less than the sudden braking determination threshold value STb_s, it is determined that sudden braking is OFF (slow braking).
  • the brake stroke STb is replaced with the brake stroke STb. Based on the pedal depression force Fbp, it may be determined whether the braking is slow braking or sudden braking by executing a control program similar to FIG.
  • the soft braking primary input torque calculation unit B1-2 in FIG. 3 a map search is performed for the inertia torque Tj generated with the current braking force obtained from the current braking stroke STb used in the sudden braking determination unit B1-1. From the inertia torque Tj at the time of gentle braking and the transmission input torque Tin, the primary input torque Tp_ (1) at the time of gentle braking is obtained by the calculation of the equation (5).
  • the look-ahead braking force after a predetermined time ⁇ t2 obtained from the look-ahead brake stroke STb_ (2) after the predetermined time ⁇ t2 used in the sudden braking determination unit B1-1 The inertia torque Tj generated along with this is obtained by searching the map, etc., and the primary input torque Tp_ (2 during sudden braking is calculated from the inertia torque Tj during the sudden braking and the transmission input torque Tin by the above equation (5).
  • the slip limit thrust calculation unit B2 based on the equation (1), the primary input torque Tp, the belt winding radius Rp (calculated from the actual gear ratio ip) to the primary pulley 2, and the V belt-pulley friction coefficient
  • the slip limit thrust Fmin (see FIG. 6) is calculated from ⁇ and the pulley sheave angle ⁇ .
  • the slip limit thrust Fmin is preferably set to a slightly larger value by adding a margin to the above calculation result in order to surely prevent the slip of the V belt 4.
  • the V-belt transmission torque capacity calculation unit B3 calculates the V-belt transmission torque capacity Tbelt_max described above with reference to FIG. 5 from the primary input torque Tp and the slip limit thrust Fmin, which are the calculation results of the calculation units B1 and B2, by reverse calculation of the equation (1). Is calculated.
  • a target input (primary pulley) suitable for the driving state is determined from the accelerator opening APO and the secondary pulley rotation speed Ns (vehicle speed VSP) based on the shift diagram illustrated by the solid line in FIG. ) Calculate the rotational speed DNp.
  • the thrust ratio calculation unit B6 based on the thrust ratio map shown in FIG. 5, the balance secondary for achieving the target speed ratio Dip from the target speed ratio Dip, the primary input torque Tp, and the V-belt transmission torque capacity Tbelt_max.
  • the thrust ratio (Fp / Fs) of the balance primary thrust Fp to the thrust Fs is obtained by map search.
  • the secondary balance thrust calculation unit B7 calculates the secondary balance thrust Fs for preventing the slip of the V-belt 4 and realizing the target gear ratio Dip. If the thrust ratio (Fp / Fs) is 1 or more, the secondary balance thrust calculation unit B7 The slip limit thrust Fmin is set as the secondary balance thrust Fs in the balance thrust Fs, and when the thrust ratio (Fp / Fs) is less than 1, the secondary balance thrust Fs is set to Fmin / (Fp / Fs) and output.
  • the primary balance thrust calculation unit B8 obtains the primary balance thrust Fp for realizing the target speed ratio Dip after preventing the slip of the V belt 4, and when the thrust ratio (Fp / Fs) is 1 or more, When the primary balance thrust Fp is set to Fmin / (Fp / Fs) and the thrust ratio (Fp / Fs) is less than 1, the slip limit thrust Fmin is set to the primary balance thrust Fp and output.
  • the actual transmission ratio ip from the calculation unit 9 the target transmission ratio Dip from the setting unit B5, the slip limit thrust Fmin from the calculation unit B2, and the thrust ratio from the calculation unit B6 Based on Fp / Fs, the feedback control amount Fs_fb of the secondary thrust necessary for making the actual gear ratio ip coincide with the target gear ratio Dip is obtained.
  • the actual transmission ratio ip from the calculation unit 9 the target transmission ratio Dip from the setting unit B5, the slip limit thrust Fmin from the calculation unit B2, and the thrust ratio from the calculation unit B6 Based on Fp / Fs, the feedback control amount Fp_fb of the primary thrust necessary for making the actual gear ratio ip coincide with the target gear ratio Dip is obtained.
  • the adder 12 adds the secondary thrust feedback control amount Fs_fb from the calculation unit 10 to the secondary balance thrust Fs from the calculation unit B7 to correct the corrected secondary balance thrust Fs (for the sake of convenience, the same sign is used).
  • the adder 13 corrects the primary balance thrust Fp from the calculation unit B8 by adding the primary thrust feedback control amount Fp_fb from the calculation unit 11 to correct the corrected primary balance thrust Fp (for the sake of convenience, the same sign is used).
  • the target secondary pulley pressure Ps for generating the corrected secondary balance thrust Fs obtained in the calculation unit B12 is obtained by a map search or the like that eliminates the influence of the centrifugal pressure
  • the target primary pulley pressure Pp for generating the corrected primary balance thrust Fp obtained by the calculation unit B13 is obtained by a map search or the like that eliminates the influence of the centrifugal pressure.
  • the secondary pulley pressure and the primary pulley pressure of the hydraulic cylinder 3c and the primary pulley 2 to the hydraulic cylinder 2c are adjusted to the target values Ps and Pp, respectively.
  • the secondary pulley 3 and the primary pulley 2 respectively prevent the V belt 4 from slipping and the V belt 4 is axially opposed sheave 2a, so as to realize the target speed ratio Dip. It can be clamped between 2b and between 3a and 3b.
  • the primary input Tp that contributes to this control It is determined whether or not sudden braking is performed depending on whether or not the pre-reading brake stroke STb_ (2) after the predetermined time ⁇ t2, that is, the pre-reading braking force after the predetermined time ⁇ t2 is equal to or greater than the sudden braking determination threshold STb_s (step S14).
  • the primary input torque Tp_ (1) during slow braking determined based on the current brake stroke STb (current braking force) is used.
  • the look-ahead brake stroke STb_ (2) after a predetermined time ⁇ t2, that is, In order to use the primary input torque Tp_ (2) at the time of sudden braking obtained based on the look-ahead braking force after a predetermined time ⁇ t2, At the time of slow braking, it becomes belt clamping pressure control to add a small slip prevention pulley thrust addition as illustrated in FIG. 7 to the pulley thrust at the time of non-braking, During sudden braking, belt clamping pressure control is performed in which a large amount of slip prevention pulley thrust added as illustrated in FIG. 8 is added to the non-braking pulley thrust.
  • the belt clamping pressure increase control for sudden braking is not performed at the time of slow braking with a small braking force, and the belt clamping pressure increase amount becomes excessive at the time of slow braking, resulting in energy loss, It is possible to avoid the problem that the durability is lowered due to the excess.
  • the determination of whether the braking is gentle or sudden braking, and the belt clamping pressure increase control at the time of sudden braking determination are performed based on the above-described pre-reading brake stroke STb_ (2), that is, the pre-reading braking force.
  • STb_ (2) the pre-reading brake stroke
  • the response delay of the belt clamping pressure increase control during sudden braking can be eliminated, and the problem that the V-belt 4 slips with respect to the pulleys 2 and 3 during the response delay does not occur.
  • the inertia torque Tj of the primary pulley shaft 2s is not affected by the braking force.
  • the belt clamping pressure control based on the non-braking inertia is performed without correcting the increase of the belt clamping pressure.
  • the momentary braking torque Tj obtained based on the current braking stroke STb (current braking force) is instantaneous from t1
  • the slow braking primary input torque Tp_ (1) which is set to be smaller than that during sudden braking after t2 between t2 and is obtained by subtracting the inertia torque Tj during slow braking from the transmission input torque Tin.
  • Belt clamping pressure control is performed.
  • the sudden braking inertia torque Tj obtained based on the pre-reading brake stroke STb_ (2) after the predetermined time ⁇ t2, that is, the pre-reading braking force after the predetermined time ⁇ t2, is indicated by a solid line.
  • the sudden braking primary input torque Tp_ () is set larger than that during the gentle braking between the instants t1 and t2 and obtained by subtracting the inertia braking torque Tj during the sudden braking from the transmission input torque Tin. Based on 2), belt clamping pressure control is performed.
  • the belt clamping pressure increase control for sudden braking is not performed during the gentle braking t1 to t2 where the braking force is small, and the belt clamping pressure increase amount during the gentle braking is equivalent to the area shown by hatching in FIG. It can only be prevented from becoming excessive.
  • This excessive increase in the belt clamping pressure during slow braking increases energy loss and decreases the durability of the V-belt.
  • the control for increasing the belt clamping pressure during braking according to this embodiment which can prevent this excess, The problem can be avoided.
  • step S21 the sudden braking determination flag FLAGb, which is the previous sudden braking determination result, is read.
  • step S22 it is checked whether the sudden braking determination flag FLAGb is 1 (previous sudden braking determination) or 0 (previous gentle braking determination). If the sudden braking determination flag FLAGb is 1 (previous sudden braking determination), the brake switch signal SWb is read in step S23, and in step S24, the brake switch signal SWb is ON (braking) or OFF (not braking). Check.
  • step S24 If it is determined in step S24 that the brake switch signal SWb is OFF (not braking), or if it is determined in step S22 that the rapid braking determination flag FLAGb is 0 (previous braking determination), the control is advanced to step S25 and thereafter. Make a braking decision.
  • step S25 the brake stroke STb_ (1) before the predetermined time ⁇ t1 and the current brake stroke STb are read.
  • the brake stroke speed ⁇ STb is divided by dividing the brake stroke difference between the two by the predetermined time ⁇ t1. calculate.
  • the predetermined time ⁇ t2 for the look-ahead brake stroke STb_ (2) is determined based on the planned map from the oil temperature Temp.
  • the predetermined time ⁇ t2 is a fixed value, but the shift hydraulic pressure response delay of the V-belt continuously variable transmission 1 changes with the tendency illustrated in FIG. 16 with respect to the oil temperature Temp, and the oil temperature Temp is low. As the oil pressure response delay increases, the predetermined time ⁇ t2 is set to be longer as the oil temperature Temp is lower.
  • step S28 based on the current brake stroke STb and the brake stroke speed ⁇ STb, the brake stroke STb_ (2) after the predetermined time ⁇ t2 determined in the immediately preceding step S27 is estimated and predicted, and this is pre-read brake. Determined as stroke. Therefore, step S28 corresponds to the braking force prefetching means in the present invention.
  • step S32 and S33 whether the oil temperature Temp is lower than the set oil temperature, that is, unless the belt clamping pressure is increased as in the case of sudden braking, the V belt 4 Check if the oil temperature is low enough to slip. When the oil temperature is low, the control proceeds to step S31 even during slow braking, and the sudden braking determination flag FLAGb is set to "1" to perform belt clamping pressure control during sudden braking.
  • step S33 When it is determined in step S33 that the oil temperature Temp is not lower than the set oil temperature (not the low oil temperature as described above), an ABS signal is read in step S34, and whether or not anti-skid control is being performed from the ABS signal in step S35. Check. This anti-skid control is performed while driving on a low ⁇ road, and if an inertia torque Tj larger than that generated when driving on a high ⁇ road occurs immediately after the brake pedal is depressed during this low ⁇ road, If the belt clamping pressure is not increased, the V belt 4 may slip.
  • step S35 when it is determined in step S35 that the anti-skid control is being performed, the control proceeds to step S31 even during slow braking, and the sudden braking determination flag FLAGb is set to “1” and the belt during sudden braking is set.
  • the clamping pressure control is performed.
  • step S29 it is determined that the braking is slow by STb_ (2) ⁇ STb_s.
  • step S33 it is determined that the oil temperature Temp is not lower than the set oil temperature.
  • step S35 when it is determined that the anti-skid control is not being performed, the control is shifted to step S36. Then, the determination that the braking is sudden is terminated (determined that the braking is slow), and the rapid braking determination flag FLAGb is reset to “0”.
  • step S22 If it is determined in step S22 that the sudden braking determination flag FLAGb is 1 (previous sudden braking determination) and it is determined in step S24 that the brake switch signal SWb is ON (during braking), the control is terminated as it is, and sudden braking determination is performed. By maintaining the flag FLAGb at “1”, the belt clamping pressure control is continued during sudden braking.
  • the primary input torque Tp_ (2) for sudden braking from 3 is selected and defined as the primary input torque Tp_ (b) for braking.
  • the primary input torque calculating unit B1- 2 Select the primary input torque Tp_ (1) during slow braking from 2 to determine the primary input torque Tp_ (b) during braking, During braking, the braking primary input torque Tp_ (b) determined in this way is used as the primary input torque Tp by the selection unit B1-5, which contributes to the shift control and belt clamping pressure control in FIG.
  • the inertia torque Tj of the primary pulley shaft 2s is not affected by the braking force.
  • the belt clamping pressure control based on the non-braking inertia is performed without correcting the increase of the belt clamping pressure.
  • step S29 After the braking start determination time t1 when the brake switch signal SWb switches from OFF to ON, it is determined whether or not the braking is sudden depending on whether or not the pre-reading brake stroke STb_ (2) has exceeded the sudden braking determination threshold STb_s (step S29). To do. In FIG. 17, STb_ (2) ⁇ STb_s is not satisfied and the sudden braking determination is not performed. However, since the anti-skid control is started at the instant t2, in response to this, even if step S35 is slow braking, The control proceeds to step S31, and the sudden braking determination flag FLAGb is set to 1.
  • the slow braking inertia torque Tj obtained based on the current braking stroke STb (current braking force) is shown by the solid line
  • the primary input torque Tp_ (1 during slow braking is set to be smaller than that during anti-skid control after the instant t2, and is obtained by subtracting the inertia torque Tj during slow braking from the transmission input torque Tin. )
  • the belt clamping pressure control is performed.
  • the sudden braking inertia torque Tj determined in this way is set to be larger than that between the instants t1 and t2 after the instant t2, as shown by the solid line, and is obtained by subtracting the sudden braking inertia torque Tj from the transmission input torque Tin.
  • Belt clamping pressure control is performed based on the primary input torque Tp_ (2) during sudden braking.
  • the belt clamping pressure increase control for sudden braking is not performed during the gentle braking t1 to t2 with a small braking force, and the belt clamping pressure increase amount during the gentle braking is shown by the area shown by hatching in FIG. It can only be prevented from becoming excessive.
  • This excessive increase in the belt clamping pressure during slow braking increases energy loss and decreases the durability of the V-belt.
  • the control for increasing the belt clamping pressure during braking according to this embodiment which can prevent this excess, The problem can be avoided.
  • the predetermined time ⁇ t2 for the pre-reading brake stroke STb_ (2) is set longer as the oil temperature Temp of the V-belt continuously variable transmission 1 is lower as described above with reference to step S27 in FIG. Therefore, the V-belt 4 can be prevented from slipping due to the shift hydraulic pressure response delay when the shift hydraulic pressure response delay increases as the oil temperature Temp decreases as shown in FIG. it can.
  • step S33 when it is determined in step S33 that the oil temperature Temp is a low temperature lower than the set oil temperature, the sudden braking determination flag FLAGb is set to “1” in step S31 even during slow braking, and during sudden braking.
  • the V-belt 4 can be prevented from slipping due to the transmission hydraulic pressure response delay.
  • step S35 when it is determined in step S35 that the anti-skid control is being performed, the control proceeds to step S31 even during the slow braking, and the sudden braking determination flag FLAGb is set to “1” to control the belt clamping pressure during sudden braking.
  • the slip of the V-belt 4 is surely avoided even when an inertia torque Tj larger than that generated when traveling on a high ⁇ road is generated immediately after the brake pedal is stepped on while traveling on a low ⁇ road where anti-skid control is performed. be able to.
  • the sudden braking determination flag FLAGb is determined to be 1 (previous sudden braking determination) in step S22, and when the brake switch signal SWb is determined to be ON (during braking) in step S24, the rapid braking determination flag FLAGb is set.
  • the sudden braking belt clamping pressure increase control is continued until the braking is released when the brake switch signal SWb is turned OFF.
  • the belt clamping pressure control during sudden braking and the belt clamping pressure control during gentle braking are alternately repeated to prevent hunting in which the pulley thrust fluctuates up and down, and the pulley when the pulley thrust fluctuates up and down can be prevented. It is also possible to avoid a situation in which the V belt 4 slips due to a decrease in the pulley thrust accompanying the undershoot of the hydraulic pressures Pp and Ps.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)

Abstract

La présente invention concerne un cas de freinage lent en premier lieu puis de freinage soudain sur une roue à faible adhérence de sorte que la course du frein (STb) et la course anticipée du frein (STb_(2)) changent de la façon suivante : après un temps de détermination de début de freinage (t1) lorsque le signal de commutation de frein (SWb) passe de l'état ARRET à l'état MARCHE, une détermination est réalisée pour savoir si le freinage est soudain ou pas, en déterminant si (STb_(2)) est supérieur ou égal à un seuil de détermination de freinage soudain (STb_s). Pendant un freinage lent avant le temps de détermination du freinage soudain (t2) lorsque (STb_(2)) ≥ (STb_s), le couple d'inertie du freinage lent (Tj) est paramétré pour être plus petit dans la période (t1) - (t2) que le couple d'inertie pendant le freinage soudain après (t2) comme le montre la ligne pleine. La force de serrage de la courroie est commandée sur la base du couple d'entrée principal pendant un freinage lent, qui est obtenu par la soustraction de (Tj) du couple d'entrée de la transmission. Il en résulte que l'augmentation de la force de serrage de la courroie pendant un freinage lent est réduite comparativement au freinage soudain, comme le montre la région hachurée, ce qui permet d'empêcher l'augmentation de devenir excessive.
PCT/JP2012/083772 2012-01-13 2012-12-27 Dispositif permettant de commander une force de serrage d'une courroie dans une transmission à changement de vitesses continu à courroie en v WO2013105444A1 (fr)

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CN107406067A (zh) * 2015-03-05 2017-11-28 加特可株式会社 混合动力车辆的控制装置

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JP2010159854A (ja) * 2009-01-09 2010-07-22 Honda Motor Co Ltd ベルト式無段変速機の制御装置
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JP2001330120A (ja) * 2000-05-23 2001-11-30 Toyota Motor Corp 車両用無段変速機の制御装置
JP2007285510A (ja) * 2006-03-22 2007-11-01 Toyota Motor Corp 車両用自動変速機の制御装置
JP2010007834A (ja) * 2008-06-30 2010-01-14 Toyota Motor Corp 無段変速機の制御装置および制御方法
JP2010159854A (ja) * 2009-01-09 2010-07-22 Honda Motor Co Ltd ベルト式無段変速機の制御装置
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Publication number Priority date Publication date Assignee Title
CN107406067A (zh) * 2015-03-05 2017-11-28 加特可株式会社 混合动力车辆的控制装置
EP3266665A4 (fr) * 2015-03-05 2018-04-11 Jatco Ltd Dispositif de commande de véhicule hybride
US10457290B2 (en) 2015-03-05 2019-10-29 Jatco Ltd Hybrid vehicle control device
CN107406067B (zh) * 2015-03-05 2020-09-01 加特可株式会社 混合动力车辆的控制装置

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