WO2013151000A1 - 無段変速機の制御装置 - Google Patents
無段変速機の制御装置 Download PDFInfo
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- WO2013151000A1 WO2013151000A1 PCT/JP2013/059870 JP2013059870W WO2013151000A1 WO 2013151000 A1 WO2013151000 A1 WO 2013151000A1 JP 2013059870 W JP2013059870 W JP 2013059870W WO 2013151000 A1 WO2013151000 A1 WO 2013151000A1
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- control
- vehicle
- gradient
- continuously variable
- variable 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
- F16H61/66—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
- F16H61/66227—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 shifting exclusively as a function of speed and torque
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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
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/60—Inputs being a function of ambient conditions
- F16H59/66—Road conditions, e.g. slope, slippery
- F16H2059/663—Road slope
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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
- F16H2061/6604—Special control features generally applicable to continuously variable gearings
- F16H2061/6605—Control for completing downshift at hard braking
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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
- F16H2061/66204—Control for modifying the ratio control characteristic
- F16H2061/66209—Control for modifying the ratio control characteristic dependent on ambient conditions
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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
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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
Definitions
- the present invention relates to a control device for a continuously variable transmission mounted on a vehicle.
- the starting performance at the subsequent restart is ensured by operating the speed ratio up to the maximum speed ratio before stopping when decelerating before stopping.
- the time until the vehicle stops is so short that the gear ratio cannot be operated to the maximum gear ratio before stopping, and if the wheels are locked during deceleration, the gear shifts. You cannot even change the ratio. Of course, the gear ratio cannot be manipulated even after stopping.
- Japanese Patent Application Laid-Open No. 2004-228688 discloses a vehicle having a sub-transmission having a clutch or a brake as power transmission blocking means between a continuously variable transmission and a drive wheel.
- the gear ratio can be changed by disengaging the clutch or brake to prevent power transmission with the drive wheels, and the gear ratio is operated up to the maximum gear ratio before the next restart. A technology that can ensure performance is described.
- the present invention has been devised in view of such problems, and maximizes the gear ratio of the continuously variable transmission without causing the vehicle to slide down even when the vehicle is stopped on an uphill road during sudden braking or the like. It is possible to change the gear ratio (in other words, the lowest state), and to suppress the generation of power transmission lag at the time of restart without setting the line pressure high.
- the object is to provide a control device.
- a continuously variable transmission control device is mounted between an engine and a drive wheel of a vehicle, and includes a continuously variable transmission mechanism and an output unit to the drive wheel.
- a continuously variable transmission having a friction engagement element that is connected to and disconnects power, and controls the transmission ratio of the continuously variable transmission mechanism and the friction engagement element; Based on vehicle speed information detected from the vehicle speed detecting means for detecting the vehicle speed of the vehicle, gear ratio detecting means for detecting the gear ratio, and detected vehicle speed information from the vehicle speed detecting means, the speed change is performed when the vehicle stops when the vehicle speed becomes zero.
- the control means controls the engagement pressure of the friction engagement element according to the estimated road gradient when the estimated road gradient is an upward gradient and the low return control is performed.
- the torque required for the engine is set according to the estimated road gradient, and the set torque is output to the engine control means.
- control means is configured based on a minimum engagement pressure at which the friction engagement element is in a slip state when the road return estimated by the gradient estimation means is not an ascending slope but the low return control is performed. It is preferable to control the engagement pressure of the friction engagement element.
- control means sets a control time in accordance with the detected gear ratio when the vehicle is stopped, and performs the low return control only for the control time.
- control means starts the low return control when the input / output rotational speed difference of the friction engagement element brought into the slip state becomes equal to or larger than a preset reference rotational speed difference.
- the gear ratio is changed while the gear ratio can be changed by controlling the friction engagement element to the slip state.
- Implement low-return control that operates to the maximum gear ratio.
- the gear ratio can be adjusted to the maximum gear ratio, and the power to the drive wheels does not come off completely.
- the stopped road is an uphill road
- the vehicle The sliding down can be suppressed.
- the friction engagement element is in the slip state, it is possible to suppress the generation of the power transmission lug when the vehicle restarts, and it is not necessary to set the line pressure high.
- the low return control can be smoothly performed by starting the low return control when the input / output rotational speed difference of the friction engagement element becomes equal to or greater than a preset reference rotational speed difference.
- FIG. 1 is a configuration diagram of a drive system of a vehicle equipped with a continuously variable transmission and a control device thereof according to the present embodiment.
- this vehicle includes an engine 1 as a power source.
- the output rotation of the engine 1 is driven via a torque converter 2 with a lock-up clutch, a first gear train 3, a continuously variable transmission (hereinafter simply referred to as a 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 at the time of parking.
- the vehicle also includes an oil pump 10 that is driven by using a part of the power of the engine 1, and 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
- a transmission controller (transmission ECU) 12 for controlling the hydraulic control circuit 11 is provided.
- the hydraulic control circuit 11 and the transmission controller 12 constitute control means for shifting.
- the transmission 4 includes a belt-type continuously variable transmission mechanism (also simply referred to as CVT) 20 and an auxiliary transmission mechanism 30 in series in a power transmission path from the engine 1 to the drive wheels 7. Is provided.
- the subtransmission mechanism 30 is disposed at the output portion to the drive wheel 7 in the transmission 4, that is, at the rear stage (output side) of the CVT 20, and includes a friction engagement element that connects and disconnects power.
- a Low brake 32 is provided as such a frictional engagement element, which will be described in detail later.
- the auxiliary transmission mechanism 30 may be directly connected to the output shaft of the CVT 20 as in this example, or may be connected via another transmission or power transmission mechanism (for example, a gear train).
- the CVT 20 includes a primary pulley 21, a secondary pulley 22, and a V belt 23 that is wound around these pulleys 21 and 22.
- Each of the pulleys 21 and 22 is provided on a fixed sheave, a movable sheave having a sheave surface opposed to the fixed sheave, and forming a V-groove between the fixed sheave and a back surface of the movable sheave.
- hydraulic cylinders 23a and 23b for displacing the movable sheave in the axial direction.
- the auxiliary transmission mechanism 30 is a transmission mechanism having two forward speeds and one reverse speed.
- the subtransmission mechanism 30 is connected to a Ravigneaux type planetary gear mechanism 31 in which two planetary gear carriers are coupled, and a plurality of rotating elements constituting the Ravigneaux type planetary gear mechanism 31, and a plurality of frictions that change their linkage state.
- Engaging elements Lid brake 32, High clutch 33, Rev brake 34).
- the gear position of the auxiliary transmission mechanism 30 is changed. For example, if the Low brake 32 is engaged and the High clutch 33 and the Rev brake 34 are released, the shift speed of the subtransmission mechanism 30 becomes the first speed, and at this time, it can be expressed that “the transmission 4 is in the low speed mode”. If the high clutch 33 is engaged and the low brake 32 and the rev brake 34 are released, the gear position of the subtransmission mechanism 30 becomes the second speed having a smaller gear ratio than the first speed. At this time, “the transmission 4 is in the high speed mode. Can also be expressed. Further, if the Rev brake 34 is engaged and the Low brake 32 and the High clutch 33 are released, the shift speed of the subtransmission mechanism 30 is reverse.
- the transmission controller 12 includes a CPU 121, a storage device 122 including a RAM and a ROM, an input interface 123, an output interface 124, and a bus 125 that interconnects them.
- the input interface 123 includes an output signal of the throttle opening sensor 41 for detecting the opening of the throttle valve of the engine 1 (hereinafter referred to as “throttle opening TVO”), the rotational speed of the primary pulley 21 (hereinafter referred to as primary rotational speed).
- Output of sensor (longitudinal acceleration sensor) 47 Such as the issue is entered.
- the storage device 122 stores a shift control program for the transmission 4 and a shift map (not shown) used in the shift control program.
- the CPU 121 reads out and executes a shift control program stored in the storage device 122, performs various arithmetic processes on various signals input via the input interface 123, generates a shift control signal, and generates the generated shift control program.
- the 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.
- the hydraulic control circuit 11 controls a plurality of hydraulic control valves based on a shift control signal from the transmission controller 12 to switch a hydraulic pressure supply path and prepares a necessary hydraulic pressure from the hydraulic pressure generated by the oil pump 10. This is supplied to each part of the transmission 4.
- the gear ratio Ratio of the CVT 20 and the gear position of the auxiliary transmission mechanism 30 are changed, and the transmission 4 is shifted.
- Control device for continuously variable transmission includes a hydraulic control circuit 11 and a transmission controller 12, and is one of the gear ratios of the CVT 20 (positions of the movable pulleys of the primary pulley 21 and the secondary pulley 22) and the frictional engagement element of the auxiliary transmission mechanism 30.
- the engaged state of the Low brake 32 and the torque of the engine 1 are controlled.
- detection signals from the primary rotational speed sensor 42, the secondary rotational speed sensor 43, the brake switch 44, the vehicle speed sensor 46, and the front / rear G sensor 47 are used.
- the detection signal of the vehicle speed sensor 46 is converted into the rotation speed Nout on the output side of the Low brake 32 and detected by the secondary rotation speed sensor 43 corresponding to the rotation speed on the input side of the Low brake 32 in the transmission controller 12.
- the front / rear G sensor 47 is used for estimating the gradient (road gradient) of the road where the vehicle is stopped in the gradient angle estimation unit 12b provided as a functional configuration of the transmission controller 12.
- the magnitude of the gradient is represented by a gradient angle (front-rear inclination angle) ⁇ .
- the transmission controller 12 Based on the detection information from the vehicle speed sensor 46 and the brake switch 44, the transmission controller 12 detects the detected transmission gear ratio Ratio detected by the transmission gear ratio detection means when the vehicle speed is zero. In other words, if the detected gear ratio Ratio is not the maximum gear ratio, the gear ratio is operated to the maximum gear ratio while controlling the low brake 32, which is the friction engagement element, to the slip state.
- the function (low return control part) 12c which performs the low return control to be equipped is equipped.
- the low return control unit 12c performs general low return control (second low return control) in which low return control is performed during traveling when the vehicle speed Vsp drops below a certain vehicle speed by a braking operation, and low return when the vehicle is stopped.
- a low return control at the time of stop (first low return control, low return control according to the present invention) for performing control is performed. That is, this control device is a device that performs low return control for controlling the gear ratio Ratio of the CVT 20 to the maximum LOW (that is, the maximum gear ratio) in advance in preparation for the vehicle restarting after stopping.
- a hydraulic control circuit 11 is a device that performs low return control for controlling the gear ratio Ratio of the CVT 20 to the maximum LOW (that is, the maximum gear ratio) in advance in preparation for the vehicle restarting after stopping.
- the transmission controller 12 controls the gear ratio Ratio of the CVT 20 to the lowest level through the hydraulic control circuit 11 when the vehicle decelerates to a predetermined vehicle speed or less by braking, and this control is supplied to the hydraulic cylinder 23a of the primary pulley 21. This can be done by adjusting the hydraulic pressure to a reduced pressure.
- the change of the gear ratio Ratio of the CVT 20 can normally be performed only while the CVT 20 is operating, that is, while the primary pulley 21 and the secondary pulley 22 are rotating. Therefore, in the present control device, even when the vehicle is stopped, the output portion to the drive wheels 7 of the transmission 4, that is, the CVT 20 and the drive wheels 7, so that the primary pulley 21 and the secondary pulley 22 can rotate.
- a frictional engagement element also simply referred to as a clutch capable of connecting / disconnecting power mounted between the two is put into a slip state.
- the auxiliary transmission mechanism 30 having friction engagement elements such as the Low brake 32, the High clutch 33, and the Rev brake 34 is provided between the CVT 20 and the drive wheel 7.
- the friction engagement element, in particular, the low brake 32 that is in a coupled state when the vehicle is decelerated and stopped is used to put the low brake 32 into a slip state so that the primary pulley 21 and the secondary pulley 22 can rotate even when the vehicle is stopped. Control.
- the low brake 32 in the coupled state can be released. However, when the vehicle is stopped on the uphill road, the low brake 32 is released. If this happens, power transmission to the drive wheels 7 is interrupted, and the vehicle may slip down. Even if the road where the vehicle is stopped is not an uphill road and there is no fear that the vehicle will slide down, if the Low brake 32 is completely released, there is a restart request if the Low brake 32 is released. A time lag occurs until the Low brake 32 is engaged. The power transmission lug caused by this causes the vehicle to shake when the vehicle restarts. Although it is effective to set the line pressure high in order to reduce this lag, this method cannot be employed because it causes an engagement shock of the clutch or brake.
- the primary pulley 21 and the secondary pulley 22 can be rotated even when the vehicle is stopped, and the power can be transmitted to the drive wheels 7.
- the occurrence of a time lag for fastening the Low brake 32 can be eliminated.
- the engagement pressure of the Low brake 32 may be increased.
- the primary pulley 21 and the secondary The rotation speed of the pulley 22 cannot be sufficiently secured, and it takes time to change the transmission ratio Ratio of the CVT 20 to the lowest level.
- the engagement pressure of the Low brake 32 is suppressed but the engine torque is increased and controlled so that the necessary power can be transmitted to the drive wheels 7 without excessively increasing the engagement pressure of the Low brake 32.
- necessary power can be transmitted to the drive wheels 7.
- the power that can prevent the vehicle from slipping down to the drive wheel 7 corresponds to the slope of the uphill road (front-back slope). Therefore, the present apparatus estimates the slope of the uphill road (back-and-forth slope).
- the engagement pressure (clutch engagement capacity) of the Low brake 32 and the torque required for the engine 1 (required engine torque) are set, and the engagement pressure of the Low brake 32 is set.
- the engine torque is controlled through the engine controller 50 by transmitting the set torque to the engine controller (engine ECU) 50.
- the clutch engagement capacity and the required engine torque are set by calculation using a map provided in advance.
- the control of the engagement pressure (clutch engagement capacity) of the Low brake 32 and the torque of the engine 1 at this time is performed according to the gradient (inclination) of the uphill road, these controls, in particular, these The process of setting each value related to control is also referred to as tilt control.
- the Low brake 32 is simply slipped, and the engagement elements of the Low brake 32 need only be in contact with each other.
- the clutch engagement capacity for example, a constant engagement pressure (clutch engagement capacity) based on a minimum engagement pressure that can be brought into a slip state is set in advance, and the Low brake 32 is controlled to this constant engagement pressure. The torque is not specifically controlled. Therefore, the engine 1 is in an idle operation state.
- the continuously variable transmission is controlled as shown in FIGS. 3 and 4, for example.
- the flow shown in FIGS. 3 and 4 is started when the vehicle is started and is repeatedly executed at a preset control cycle.
- the control flag F is determined (step S10).
- the control flag F is set to 0 when the control is started, and thereafter set to 1 when the vehicle is stopped and the first low return control is being performed. Further, the first low return control is ended, and the low brake 32 is turned on. It is set to 2 during the engagement control (during clutch engagement control). Further, when the engagement control of the Low brake 32 is completed, it is reset to 0.
- step S20 each information of the brake switch, the vehicle speed Vsp, and the gear ratio Ratio is taken in (step S20), and it is determined whether or not the vehicle speed Vsp is lower than the set vehicle speed V0 in the braking state (brake on). (Step S30). If the vehicle is not in a braking state or if the vehicle speed Vsp is higher than the set vehicle speed V0, the current process is terminated. When the vehicle speed Vsp becomes equal to or lower than the set vehicle speed V0 in the braking state, it is determined whether or not the speed ratio Ratio is “maximum LOW” (that is, the maximum speed ratio) (step S40). Finish this process.
- step S50 it is determined whether or not the vehicle speed Vsp has become 0 (step S50). If the vehicle speed Vsp is not 0, second low return control for reducing the primary pressure Ppri is performed (step S60). Normally, the gear ratio Ratio is manipulated to the lowest level by the second low return control until the vehicle stops, and finally the control is terminated by negating in step S40. If the speed ratio Ratio does not reach the maximum LOW until the vehicle stops, an affirmative determination is made in step S40 and step S50.
- a LOW return control time t1 corresponding to the gear ratio Ratio at that time is set (step S70).
- the LOW return control time t1 will be described later, but the LOW return control time t1 is increased as the difference between the transmission ratio Ratio and the maximum LOW is increased.
- the gradient angle (front-rear inclination angle) ⁇ of the road on which the vehicle is stopped is estimated (step S80).
- the slope angle ⁇ is compared with the uphill road determination reference value ⁇ s (step S90).
- the uphill road determination reference value ⁇ s is a positive value close to 0 (the gradient angle ⁇ is positive when the uphill is positive).
- step S100 a predetermined engagement pressure (clutch engagement capacity) set in advance is read (step S100). Then, clutch slip control is performed based on this constant engagement pressure (step S130).
- step S110 tilt control processing
- the engagement pressure (clutch engagement capacity) of the Low brake 32 is calculated according to the gradient angle ⁇ (step S112), and the engine is determined according to the gradient angle ⁇ . 1 is calculated (required engine torque) (step S114).
- the engagement pressure (clutch engagement capacity) of the Low brake 32 is higher, and similarly, as the gradient angle ⁇ is larger, the torque of the engine 1 is set larger.
- the torque of the engine 1 is controlled according to the required engine torque (step S120), and the clutch slip control is performed based on the calculated clutch engagement capacity (step S120). S130).
- the pressure is reduced until the engagement pressure (clutch pressure) of the Low brake 32 reaches the target pressure Pct (steps S132 and S134).
- the target pressure Pct is the constant engagement pressure (clutch engagement capacity) read in step S100 if it is not an uphill road, and the engagement pressure corresponding to the gradient angle ⁇ calculated in step S112 if it is an uphill road. (Clutch engagement capacity). This pressure reduction is performed by reducing the predetermined pressure every control cycle.
- the first low return control for reducing the primary pressure Ppri is performed (step S160).
- This first low return control starts a timer count (the initial values of the count values t n and t n are 0 and the count addition value is t0) (step S170), and the timer count value t n is set to the transmission ratio Ratio. The operation is continued until the LOW return control time t1 set accordingly (step S180).
- step S190 the flag F is set to 2 (step S190).
- step S120 the engine torque control (step S120) and the clutch slip control (step S130) are terminated (step S200), and the clutch engagement control (step S210) is performed.
- the pressure increase control is performed until the engagement pressure (clutch pressure) of the Low brake 32 reaches the engagement pressure Pc1 (steps S212 and S214).
- step S216 the engagement pressure (clutch pressure) of the Low brake 32 reaches the engagement pressure Pc1
- the flag F is reset to 0 (step S216). Then, after the end determination (step S220), the control ends.
- the gear ratio can be operated to the maximum gear ratio, and the starting performance at the time of restart can be ensured. Also at this time, since the power to the drive wheels 7 is not completely cut off, for example, even if the stopped road is an uphill road, the vehicle can be prevented from sliding down. Further, since the low brake 32 of the friction engagement element is brought into the slip state, the generation of the power transmission lug at the time of re-starting can be suppressed, and it is not necessary to set the line pressure high.
- the engagement pressure that causes the low brake 32 of the friction engagement element to slip is set according to the slope angle ⁇ of the road.
- the torque required for the engine 1 is further set according to the gradient angle ⁇ to control the engine torque, so that the gear ratio can be increased while further reliably suppressing the vehicle slippage on the uphill road.
- the maximum gear ratio can be quickly operated.
- the energy required to apply the engagement pressure is controlled by controlling the engagement pressure of the low brake 32 based on the minimum engagement pressure that causes the friction engagement element to slip. Can be saved.
- the first low return control is performed only for the LOW return control time t1 set longer as the difference between the gear ratio Ratio and the maximum LOW is larger, the first low return control can be terminated with simple logic. .
- the first low return control is smoothly started by starting the first low return control. Can do.
- the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention.
- the engine torque is also controlled during the slip control of the friction engagement element when the hill is stopped. However, even if only the engagement pressure is controlled without controlling the engine torque. good.
- step S30 it is determined whether or not the vehicle speed Vsp is equal to or lower than the set vehicle speed V0 in the braking state (step S30), and when the vehicle speed Vsp is equal to or lower than the set vehicle speed V0 in the braking state, the transmission ratio Ratio Whether or not the vehicle is in the braking state can be omitted as a precondition for determining whether or not the gear ratio Ratio is the lowest LOW (step S40). That is, the determination in step S30 in FIG. 3 is simply “whether or not the vehicle speed Vsp has become equal to or less than the set vehicle speed V0”.
- the current process is terminated.
- the vehicle speed becomes equal to or lower than the set vehicle speed V0, it may be configured to determine whether or not the speed ratio Ratio is the lowest. In this case, information regarding the presence or absence of braking from a brake switch or the like is not necessary.
- the continuously variable transmission mechanism is not limited to a belt type, and may be a chain type, a toroidal type, or the like. Further, the friction engagement element is not limited to the Low brake 32 as long as it is equipped at the output portion to the drive wheel and connects and disconnects the power.
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
Description
(3)この場合、前記制御手段は、前記推定道路勾配が上り勾配であって前記ロー戻し制御を実施するときには、前記摩擦係合要素の係合圧を前記推定道路勾配に応じて制御すると共に、前記エンジンに必要なトルクを前記推定道路勾配に応じて設定してこの設定トルクを前記エンジンの制御手段に出力することが好ましい。
(5)前記制御手段は、前記車両停止時における前記検出変速比に応じて制御時間を設定し、この制御時間だけ前記ロー戻し制御を実施することが好ましい。
(3)この場合、さらに、エンジンに必要なトルクを推定道路勾配に応じて設定してエンジントルクをこの設定トルクに制御することにより、停止した道路が登坂路である場合の車両のずり下がりを一層確実に抑制しながら、変速比を最大変速比に操作することができる。
(5)また、このとき、検出変速比に応じた制御時間だけロー戻し制御を実施するようにすれば、シンプルなロジックでロー戻し制御を終了させることができる。
図1は本実施形態にかかる無段変速機及びその制御装置を搭載した車両の駆動系の構成図である。図1に示すように、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、単に変速機ともいう)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が設けられている。
各構成について説明すると、変速機4は、ベルト式無段変速機構(単に、CVTともいう)20と、副変速機構30とが、エンジン1から駆動輪7に至るまでの動力伝達経路において直列に設けられている。副変速機構30は、変速機4における駆動輪7への出力部、即ち、CVT20の後段(出力側)に配置され、動力を断接する摩擦係合要素を含んでいる。本実施形態では、かかる摩擦締結要素としてLowブレーキ32が備えられるが、詳細は後述する。また、副変速機構30は、この例のようにCVT20の出力軸に直接接続されていてもよいし、その他の変速ないし動力伝達機構(例えば、ギヤ列)を介して接続されていてもよい。
入力インターフェース123には、エンジン1のスロットルバルブの開度(以下、「スロットル開度TVO」という。)を検出するスロットル開度センサ41の出力信号、プライマリプーリ21の回転速度(以下、プライマリ回転速度Npriという)を検出するプライマリ回転速度センサ42の出力信号、セカンダリプーリ22の回転速度(以下、セカンダリ回転速度Nsecという)を検出するセカンダリ回転速度センサ43の出力信号、ブレーキスイッチ44の検出信号、セレクトレバーの位置を検出するインヒビタスイッチ45の出力信号、車両の走行速度(以下、車速Vspという)を検出する車速センサ46の出力信号、車両の前後加速度(以下、加速度Gbfという)を検出する前後Gセンサ(前後加速度センサ)47の出力信号などが入力される。
ここで、本実施形態にかかる無段変速機の制御装置を説明する。
本制御装置は、油圧制御回路11及び変速機コントローラ12を備え、CVT20の変速比(プライマリプーリ21及びセカンダリプーリ22の可動プーリの位置)と、副変速機構30の摩擦締結要素の一つであるLowブレーキ32の締結状態と、エンジン1のトルクとを制御対象とする。
なお、プライマリ回転速度センサ42及びセカンダリ回転速度センサ43からの検出信号Npri,Nsecは、変速機コントローラ12の機能構成として装備される変速比算出部12aにおけるCVT20の変速比Ratio(=Npri/Nsec)の算出に用いられる。したがって、プライマリ回転速度センサ42,セカンダリ回転速度センサ43及び変速比算出部12aから変速比検出手段が構成される。
車両の停止時、即ち車速センサ46により検出された車速Vspが0の場合には、道路が勾配のない平坦路であれば、前後Gセンサ47は前後Gを検出しないが、走行路面に勾配があると前後Gセンサ47が重力に反応し、登り勾配(登坂路)では正の前後Gの値が、下り勾配(降坂路)では負の前後Gの値が検出される。
したがって、車両の停止時には、前後Gセンサ47の検出値と、勾配角(前後傾斜角)θとの間に明らかな対応関係があり、この対応関係を予め取得しておくことにより、前後Gセンサ47の検出値から勾配角θを推定することができる。
そして、変速機コントローラ12には、車速センサ46及びブレーキスイッチ44からの検出情報に基づいて、車速が0になった車両停止時に、変速比検出手段により検出された検出変速比Ratioが最大変速比(つまり最ロー状態)であるか否かを判定し、検出変速比Ratioが最大変速比でない場合、摩擦係合要素であるLowブレーキ32をスリップ状態に制御しながら変速比を最大変速比に操作するロー戻し制御を実施する機能(ロー戻し制御部)12cを装備している。
つまり、本制御装置は、車両が停止後に再始動する際に備えて、CVT20の変速比Ratioを予め最LOW(つまり最大変速比)に制御するロー戻し制御を行う装置であり、変速機コントローラ12及び油圧制御回路11から構成される。変速機コントローラ12は、制動により車両が減速し所定車速以下になると、油圧制御回路11を通じてCVT20の変速比Ratioを最LOWに制御するが、この制御は、プライマリプーリ21の油圧シリンダ23aに供給される油圧を減圧調整することにより行える。
そこで、本制御装置では、車両が停止した場合であっても、プライマリプーリ21やセカンダリプーリ22が回転できるように、変速機4の駆動輪7への出力部、即ち、CVT20と駆動輪7との間に装備された動力を断接しうる摩擦係合要素(単に、クラッチともいう)をスリップ状態にする。
また、車両の停止している道路が登坂路でなく車両がずり下がるおそれがなくても、Lowブレーキ32を完全に解放してしまうと、もしもこのLowブレーキ32の解放状態で再発進要求があると、Lowブレーキ32が係合するまでにタイムラグが発生する。これによる動力伝達ラグが、再発進時に車両にもたつきを発生させてしまう。このラグを低減させるためにライン圧を高く設定することが有効であるが、この手法は、クラッチやブレーキの係合ショックを招くので採用できない。
ただし、登坂路以外で単にLowブレーキ32をスリップ状態にするには、僅かでもLowブレーキ32の係合要素間が接触していればよいが、車両が登坂路に停止している場合には、車両がずり下がってしまわないように、駆動輪7へずり下がりを防止できるだけの動力を伝達することが必要になる。Lowブレーキ32をスリップ状態にしながら駆動輪7に必要な動力を伝達するには、Lowブレーキ32の係合圧を高めればよいが、Lowブレーキ32の係合圧を高めると、プライマリプーリ21やセカンダリプーリ22の回転速度を十分に確保できなくなり、CVT20の変速比Ratioを最LOWまで変更するのに時間を要してしまう。
駆動輪7へ伝達すべき車両のずり下がりを防止できるだけの動力は、登坂路の勾配(前後傾斜)に対応するので、本装置では、登坂路の勾配(前後傾斜)を推定して、この推定した道路勾配(推定道路勾配)に対応して、Lowブレーキ32の係合圧(クラッチ締結容量)とエンジン1に必要なトルク(必要エンジントルク)とを設定して、Lowブレーキ32の係合圧が設定した係合圧(設定圧)になるように、エンジン1のトルクが設定したトルク(設定トルク)になるように、それぞれ制御する。エンジントルクの制御は、設定トルクをエンジンコントローラ(エンジンECU)50に送信することによりエンジンコントローラ50を通じて行う。なお、本実施形態では、かかるクラッチ締結容量及び必要エンジントルクの設定は、予め設けたマップを用いた算出により行う。
一方、登坂路以外では、単にLowブレーキ32をスリップ状態にさえすればよく、僅かでもLowブレーキ32の係合要素間が接触していればよいので、このようなLowブレーキ32の係合圧(クラッチ締結容量)として、例えば、スリップ状態としうる最少係合圧に基づいた一定の係合圧(クラッチ締結容量)を予め設定し、Lowブレーキ32をこの一定の係合圧に制御し、エンジン1のトルクは特に制御はしない。したがって、エンジン1はアイドル運転状態とされる。
本発明の一実施形態にかかる無段変速機の制御装置は、上述のように構成されるので、例えば、図3,図4に示すように無段変速機の制御が行われる。なお、図3,図4に示すフローは車両の始動とともに開始され、予め設定された制御周期で繰り返し実施される。
図3に示すように、まず、制御フラグFが判定される(ステップS10)。この制御フラグFは、制御開始時には0とされ、その後、車両が停止して第1のロー戻し制御の実施中は1とされ、さらに、第1のロー戻し制御が終了し、Lowブレーキ32の締結制御中(クラッチ締結制御中)は2とされる。また、Lowブレーキ32の締結制御が完了したら0にリセットされる。
このクラッチスリップ制御では、図4(b)に示すように、Lowブレーキ32の係合圧(クラッチ圧)が目標圧Pctになるまで減圧する(ステップS132,S134)。なお、この目標圧Pctは、登坂路でなければステップS100で読み込んだ一定の係合圧(クラッチ締結容量)であり、登坂路であればステップS112で算出した勾配角θに応じた係合圧(クラッチ締結容量)である。なお、この減圧は制御周期毎に所定圧を減じて実施する。
このクラッチ締結制御では、図4(c)に示すように、Lowブレーキ32の係合圧(クラッチ圧)を締結圧Pc1になるまで増圧制御する(ステップS212,S214)。Lowブレーキ32の係合圧(クラッチ圧)が締結圧Pc1になったら、フラグFを0にリセットする(ステップS216)。そして、終了判定(ステップS220)を経て、制御を終了する。
車両が停止した道路が上り勾配でない場合には、摩擦係合要素をスリップ状態とする最少係合圧に基づいてLowブレーキ32の係合圧を制御することにより、係合圧の付与にかかるエネルギを節約することができる。
また、Lowブレーキ32の入出力回転速度差が予め設定された基準回転速度差δよりも大きくなったら第1のロー戻し制御を開始することにより、第1のロー戻し制御を円滑に実施することができる。
例えば、上記実施形態では、登坂路停止時の摩擦係合要素のスリップ制御の際に、エンジンのトルクも制御しているが、エンジントルクまでは制御しないで、係合圧のみを制御しても良い。
また、摩擦係合要素は、前記駆動輪への出力部に装備されて動力を断接するものであればよく、Lowブレーキ32に限定されない。
Claims (6)
- 車両のエンジンと駆動輪との間に搭載され、無段変速機構と、前記駆動輪への出力部に装備されて動力を断接する摩擦係合要素とを有する無段変速機において、前記無段変速機構の変速比及び前記摩擦係合要素を制御する、無段変速機の制御装置であって、
前記車両の車速を検出する車速検出手段と、
前記変速比を検出する変速比検出手段と、
前記車速検出手段からの検出車速情報に基づいて、前記車速が0になった車両停止時に、前記変速比検出手段による検出変速比が最大変速比であるか否かを判定し、前記検出変速比が最大変速比でない場合、前記摩擦係合要素をスリップ状態に制御しながら前記変速比を最大変速比に操作するロー戻し制御を実施する制御手段と、
を備えている、無段変速機の制御装置。 - 前記車両が停止した道路の勾配を推定する勾配推定手段を更に備え、
前記制御手段は、前記勾配推定手段による推定道路勾配が上り勾配であるか否かを判定し、前記推定道路勾配が上り勾配であって前記ロー戻し制御を実施するときには、前記摩擦係合要素をスリップ状態とする係合圧を前記推定道路勾配に応じて制御する、請求項1に記載の無段変速機の制御装置。 - 前記制御手段は、前記推定道路勾配が上り勾配であって前記ロー戻し制御を実施するときには、前記摩擦係合要素の係合圧を前記推定道路勾配に応じて制御すると共に、前記エンジンに必要なトルクを前記推定道路勾配に応じて設定してこの設定トルクを前記エンジンの制御手段に出力する、請求項2に記載の無段変速機の制御装置。
- 前記制御手段は、前記勾配推定手段による推定道路勾配が上り勾配でなく前記ロー戻し制御を実施するとき、前記摩擦係合要素がスリップ状態となる最少係合圧に基づいて前記摩擦係合要素の係合圧を制御する、請求項2又は3に記載の無段変速機の制御装置。
- 前記制御手段は、前記車両停止時における前記検出変速比に応じて制御時間を設定し、この制御時間だけ前記ロー戻し制御を実施する、請求項1~4の何れか1項に記載の無段変速機の制御装置。
- 前記制御手段は、スリップ状態とされた前記摩擦係合要素の入出力回転速度差が予め設定された基準回転速度差以上になったら前記ロー戻し制御を開始する、請求項1~5の何れか1項に記載の無段変速機の制御装置。
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EP13771840.9A EP2835563B1 (en) | 2012-04-02 | 2013-04-01 | Control device for continuously variable transmission |
CN201380017872.2A CN104246315B (zh) | 2012-04-02 | 2013-04-01 | 无级变速器的控制装置 |
JP2014509149A JP5745687B2 (ja) | 2012-04-02 | 2013-04-01 | 無段変速機の制御装置 |
US14/389,599 US9279496B2 (en) | 2012-04-02 | 2013-04-01 | Control device for continuously variable transmission |
KR1020147027834A KR101624824B1 (ko) | 2012-04-02 | 2013-04-01 | 무단 변속기의 제어 장치 |
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JP2015135141A (ja) * | 2014-01-17 | 2015-07-27 | ジヤトコ株式会社 | ベルト式無段変速機の変速制御装置 |
JP2016006338A (ja) * | 2014-06-20 | 2016-01-14 | ジヤトコ株式会社 | マルチディスク変速機及びその制御方法 |
CN105546075A (zh) * | 2014-10-23 | 2016-05-04 | 通用汽车环球科技运作有限责任公司 | 两模式无级变速器 |
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JP2016006338A (ja) * | 2014-06-20 | 2016-01-14 | ジヤトコ株式会社 | マルチディスク変速機及びその制御方法 |
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JP2016190605A (ja) * | 2015-03-31 | 2016-11-10 | いすゞ自動車株式会社 | 道路勾配推定装置及び道路勾配推定方法 |
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Publication number | Publication date |
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US20150066320A1 (en) | 2015-03-05 |
EP2835563A1 (en) | 2015-02-11 |
EP2835563A4 (en) | 2016-07-20 |
CN104246315A (zh) | 2014-12-24 |
JPWO2013151000A1 (ja) | 2015-12-17 |
US9279496B2 (en) | 2016-03-08 |
KR20140143165A (ko) | 2014-12-15 |
CN104246315B (zh) | 2017-11-24 |
EP2835563B1 (en) | 2018-01-31 |
KR101624824B1 (ko) | 2016-05-26 |
JP5745687B2 (ja) | 2015-07-08 |
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