WO2013190954A1 - 無段変速機及びその制御方法 - Google Patents
無段変速機及びその制御方法 Download PDFInfo
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- WO2013190954A1 WO2013190954A1 PCT/JP2013/064711 JP2013064711W WO2013190954A1 WO 2013190954 A1 WO2013190954 A1 WO 2013190954A1 JP 2013064711 W JP2013064711 W JP 2013064711W WO 2013190954 A1 WO2013190954 A1 WO 2013190954A1
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- gear ratio
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- 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
- F16H61/66231—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
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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
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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
- 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
- F16H61/0003—Arrangement or mounting of elements of the control apparatus, e.g. valve assemblies or snapfittings of valves; Arrangements of the control unit on or in the transmission gearbox
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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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/70—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements
- F16H61/702—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements using electric or electrohydraulic control means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—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
- F16H2061/66218—Control for modifying the ratio control characteristic dependent on control input parameters other than ambient conditions or driver's choice
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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
- F16H2061/66295—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 geometrical interrelationship of pulleys and the endless flexible member, e.g. belt alignment or position of the resulting axial pulley force in the plane perpendicular to the pulley axis
Definitions
- the present invention relates to control of a continuously variable transmission.
- JP59-166752A is a continuously variable transmission (hereinafter, referred to as “CVT”), which has a maximum speed ratio range (hereinafter, referred to as “mechanical low”) and a minimum value (hereinafter, referred to as “mechanical high”). And the searched mechanical low and mechanical high exceed the speed ratio that is set narrower than the speed ratio width based on the design of the pulley used for the speed change control. Is used as the target gear ratio for gear shifting control, and CVT gear shifting control allows learning of gear ratios that are actually possible for each CVT, thereby expanding the usable gear ratio range. Discloses a technique for improving the fuel efficiency and acceleration performance of a vehicle.
- the primary pressure increase correction when the actual gear ratio is lower than the target gear ratio and the primary pressure decrease correction when the actual gear ratio is high are alternately repeated. Even if the target speed ratio is constant, the actual speed ratio fluctuates with a predetermined amplitude centered on the target speed ratio. However, if the target speed ratio is set to mechanical high, the actual speed ratio is higher than the target speed ratio. Therefore, only the primary pressure increase correction is repeatedly performed. When the increase correction of the primary pressure is repeated, the primary pressure becomes excessive compared to the appropriate value, and even if it is attempted to downshift the CVT during acceleration, it takes time to lower the primary pressure until the gear shift starts. Takes time.
- the object of the present invention is to improve the fuel efficiency of a vehicle equipped with CVT by expanding the gear ratio range of CVT to the vicinity of mechanical high, and to enable quick downshift in a situation where downshift is necessary. That is.
- a continuously variable transmission that performs feedback control so that an actual gear ratio becomes a target gear ratio, and the minimum value of the gear ratio that can be taken by the continuously variable transmission based on the actual gear ratio.
- Mechanical high searching means for searching for mechanical high
- control high setting means for setting control high to a low side by a predetermined amount from the mechanical high
- minimum control of the speed ratio range of the continuously variable transmission There is provided a continuously variable transmission that includes a gear ratio control means that is set to High and controls a gear ratio of the continuously variable transmission.
- a control method for a continuously variable transmission that performs feedback control so that an actual gear ratio becomes a target gear ratio, and the continuously variable transmission is configured based on the actual gear ratio.
- the mechanical high that is the minimum value of the obtained gear ratio is searched, the control high is set to a low side by a predetermined amount from the mechanical high, and the minimum value of the gear ratio range of the continuously variable transmission is set to the control high.
- the FB operation is performed even if the target transmission ratio is controlled as the control high.
- the amount does not accumulate, and good shift response can be obtained when the CVT is downshifted during acceleration.
- FIG. 1 is a schematic configuration diagram of a continuously variable transmission.
- FIG. 2 is a schematic configuration diagram of a shift control hydraulic circuit.
- FIG. 3 is a shift map.
- FIG. 4 is a table for setting the target primary pressure and the target secondary pressure.
- FIG. 5 is a block diagram showing the contents of the transmission ratio feedback control.
- FIG. 6 is a flowchart showing the contents of the control high setting process.
- FIG. 7 is a time chart for explaining the effects of the present invention.
- FIG. 1 shows a schematic configuration of a continuously variable transmission (hereinafter referred to as “CVT”) 1.
- CVT continuously variable transmission
- the primary pulley 2 and the secondary pulley 3 are arranged so that the grooves of both are aligned, and the belt 4 is wound around the grooves of the pulleys 2 and 3.
- An engine 5 is arranged coaxially with the primary pulley 2, and a torque converter 6 and a forward / reverse switching mechanism 7 are provided between the engine 5 and the primary pulley 2 in order from the engine 5 side.
- the torque converter 6 includes a pump impeller 6a connected to the output shaft of the engine 5, a turbine runner 6b connected to the input shaft of the forward / reverse switching mechanism 7, a stator 6c, and a lock-up clutch 6d.
- the forward / reverse switching mechanism 7 includes a double pinion planetary gear set 7a as a main component, its sun gear is coupled to the turbine runner 6b of the torque converter 6, and the carrier is coupled to the primary pulley 2.
- the forward / reverse switching mechanism 7 further includes a starting clutch 7b that directly connects the sun gear and the carrier of the double pinion planetary gear set 7a, and a reverse brake 7c that fixes the ring gear.
- the starting clutch 7b When the starting clutch 7b is engaged, the input rotation via the torque converter 6 from the engine 5 is directly transmitted to the primary pulley 2, and when the reverse brake 7c is engaged, the input rotation via the torque converter 6 from the engine 5 is reversed. Is transmitted to the primary pulley 2.
- the rotation of the primary pulley 2 is transmitted to the secondary pulley 3 via the belt 4, and the rotation of the secondary pulley 3 is transmitted to the driving wheel (not shown) via the output shaft 8, the gear set 9 and the differential gear device 10.
- one of the conical plates forming the grooves of the primary pulley 2 and the secondary pulley 3 is a fixed conical plate 2a, 3a.
- the other conical plates 2b and 3b are movable conical plates that can be displaced in the axial direction.
- the primary pulley 2 is provided with a stopper that regulates the minimum value of the groove width.
- the speed change is performed by changing the groove width of the pulleys 2 and 3 by the differential pressure between the primary pressure Ppri and the secondary pressure Psec, and continuously changing the winding arc diameter of the belt 4 around the pulleys 2 and 3. .
- the primary pressure Ppri and the secondary pressure Psec are controlled by the shift control hydraulic circuit 11 together with the hydraulic pressure supplied to the start clutch 7b that is engaged when the forward travel range is selected and the reverse brake 7c that is engaged when the reverse travel range is selected.
- the shift control hydraulic circuit 11 performs control in response to a signal from the transmission controller 12.
- the transmission controller 12 includes a signal from the input rotation speed sensor 13 that detects the input rotation speed Nin of the CVT 1, a signal from the vehicle speed sensor 14 that detects the output rotation speed Nout of the CVT 1, that is, the vehicle speed VSP, and the primary pressure.
- a signal from the primary pressure sensor 15p that detects Ppri, a signal from the secondary pressure sensor 15s that detects the secondary pressure Psec, a signal from the line pressure sensor 15l that detects the line pressure PL, and the accelerator opening APO are detected.
- FIG. 2 shows a schematic configuration of the shift control hydraulic circuit 11.
- the transmission control hydraulic circuit 11 includes an oil pump 40, a line pressure regulating valve 31, a primary pressure regulating valve 32, and a secondary pressure regulating valve 33.
- the oil pump 40 is driven by the engine 5.
- the line pressure regulating valve 31 is a drain pressure regulating valve that regulates the line pressure PL to the target line pressure tPL by draining and reducing a part of the discharge pressure of the oil pump 40.
- the primary pressure regulating valve 32 and the secondary pressure regulating valve 33 drain and reduce a part of the line pressure PL using the line pressure PL as a source pressure, thereby reducing the primary pressure Ppri and the secondary pressure Psec to the target primary pressure tPpri and the target pressure, respectively. It is a drain pressure regulating valve that regulates the secondary pressure tPsec.
- the line pressure regulating valve 31, the primary pressure regulating valve 32, and the secondary pressure regulating valve 33 are respectively feedback circuits for returning the regulated hydraulic pressure to the regulating valve and performing feedback control of the regulated hydraulic pressure to the target hydraulic pressure. 31f, 32f, 33f.
- the transmission controller 12 refers to the shift map shown in FIG. 3 and sets the target gear ratio of the CVT 1.
- the gear ratio map is a map in which the input rotational speed Nin is determined when the vehicle speed VSP and the accelerator opening APO are determined. By determining the ratio between the determined input rotational speed Nin and the output rotational speed Nout, the target gear ratio can be determined. Is set.
- the transmission controller 12 sets the target primary pressure tPpri and the target secondary pressure tPsec with reference to the table shown in FIG.
- the table shown in FIG. 4 is a table that defines the relationship between the transmission ratio of CVT1, the primary pressure Ppri, and the secondary pressure Psec. If the transmission ratio of CVT1 is determined, the primary pressure Ppri necessary to realize the transmission ratio. The secondary pressure Psec is uniquely determined.
- the transmission controller 12 then sets the line pressure regulating valve 31, the primary pressure regulating valve 32, and the secondary pressure regulating so that the primary pressure Ppri and the secondary pressure Psec become the set target primary pressure tPpri and target secondary pressure tPsec, respectively.
- the pressure valve 33 is controlled.
- the transmission controller 12 performs gear ratio feedback control described below.
- FIG. 5 is a block diagram showing the contents of the transmission ratio feedback control performed by the transmission controller 12.
- the difference between the target gear ratio and the actual gear ratio is calculated and output.
- the actual gear ratio can be calculated based on the input rotational speed Nin detected by the input rotational speed sensor 13 and the vehicle speed VSP detected by the vehicle speed sensor 14.
- B3 a value obtained by multiplying the output value of B1 by I gain is output.
- B4 to B6 the output value of B3 is integrated and output as an integral term.
- B5 is a limiter that limits the integral term.
- B6 is a shift operator that stores and outputs the previous value of the integral term.
- the transmission controller 12 corrects the primary pressure Ppri according to the FB operation amount. Specifically, when the actual gear ratio is larger than the target gear ratio, that is, on the Low side, the FB operation amount increases on the positive side, and the primary pressure Ppri is corrected to increase. Conversely, when the actual gear ratio is smaller than the target gear ratio, that is, on the High side, the FB operation amount increases on the negative side, and the primary pressure Ppri is corrected to decrease.
- the primary pressure Ppri is corrected so that the actual gear ratio approaches the target gear ratio. Even if the target gear ratio does not fluctuate, the actual gear ratio vibrates with a predetermined amplitude A around the target gear ratio.
- the mechanical high that is the minimum value of the gear ratio that CVT1 can take is searched, and the high side of the gear ratio range of CVT1 is expanded to the searched mechanical high. It is preferable to do this.
- the amplitude A is greater than the mechanical high (preferably only the amplitude A), and the gear ratio on the low side is set as the control high It is set and the gear ratio range is expanded to this control High.
- FIG. 6 is a flowchart showing the control high setting process. A procedure for setting the control high will be described with reference to this.
- the transmission controller 12 determines whether or not the setting process of the control high is permitted.
- the transmission controller 12 Is set to mechanical high, and control high is set based on the mechanical high.
- the values that can be taken by the mechanical high are a value on the most low side (hereinafter referred to as “variation low”) and a value on the most high side (hereinafter referred to as “variation high”) in consideration of dimensional tolerances of pulleys and the like. is there.
- the mechanical high necessary for setting the control High is originally set. Unable to explore. Therefore, the predetermined gear ratio is set to the “variation Low”.
- the transmission controller 12 determines whether the control is being performed with the control High. Whether the control is being performed under the control high is determined based on the value of the control high flag. Since the initial value of the control high flag is set to 0 (not being controlled by the control high), when this processing is executed for the first time, the processing proceeds to S3.
- the transmission controller 12 determines whether or not the actual gear ratio has reached mechanical high. Specifically, the transmission controller 12 determines that the actual gear ratio at that time is mechanical high when either of the following (a) or (b) is established.
- the precondition for continuing for a predetermined time is to prevent false detection.
- the actual gear ratio is determined to be mechanical high when the mechanical high is significantly on the low side compared to the target gear ratio. This is because if the manipulated variable is rapidly increased and the condition (a) is satisfied, the mechanical high cannot be determined until the primary pressure Ppri is significantly increased.
- an increase in the primary pressure Ppri can be suppressed by making an early determination of mechanical high.
- the transmission controller 12 sets the control High.
- the control High is set to the Low side more than the amplitude A of the actual gear ratio by the gear ratio feedback control than the mechanical High.
- the control High is set to the Low side by the amplitude A from the mechanical High.
- the control high When the control high is set and the target gear ratio is limited by the control high, the control high is caused to follow the target gear ratio. If the amount of change in the target gear ratio is relatively large, the operation amount of the gear ratio feedback control will change suddenly, and the feedback control may become unstable. Limited.
- control High flag is set to 1 indicating that the control is being performed at the control High, and when the value of the control High is smaller than the value of the variation Low, the speed ratio range in the transmission control of the CVT 1 is Enlarged to control High. Thereafter, the process proceeds from S2 to S5 and subsequent steps, and control High release determination and update determination are performed.
- the control High release determination and update determination change depending on the load applied to the belt 4, and in particular, in the present embodiment in which a stopper is provided on the primary pulley 2, when the load on the belt 4 increases, the belt element moves to the pulley. The outer ring is pushed out and the ring supporting the element extends. Since the secondary pulley 3 is not provided with a stopper, the belt winding diameter on the secondary pulley 3 side increases due to the extension of the back ring. Therefore, since the radius ratio of the primary pulley 2 and the secondary pulley 3 changes and the mechanical high changes to the low side, it is necessary to reset or update the control high.
- the transmission controller 12 determines whether to release the control high. Specifically, the transmission controller 12 determines to release the control high when any of the following (c) to (e) is established.
- the condition of (c) is that the target gear ratio is lower than mechanical high, and the control high is not used. In such a situation, the control high is once canceled, After that, the control high is reset when the control high becomes necessary, so that the reliability of the control high is maintained.
- the condition (d) is to detect a case where the rotation ratio of the primary pulley and the secondary pulley changes to the High side due to the occurrence of belt slip. For example, when belt slippage occurs when the primary pulley is driven by the secondary pulley during coasting or regeneration, the primary pulley rotation decreases, but the secondary pulley rotation is maintained. Is.
- the condition of (e) is that the lower limit value of the secondary pressure is switched when the actual gear ratio is higher than the mechanical high, the oil temperature condition is changed, or the accelerator pressure or the brake operation. This is because when the secondary thrust decreases by a predetermined value or more due to the function of increasing / decreasing, the mechanical high shifts from the value searched in S3, and the control high set in S4 no longer makes sense. Also in such a case, the control high is canceled and the control high is reset.
- step S6 If it is determined to release the control high, the process proceeds to step S6, and the control high is released. Then, 0 indicating that the control High flag is not being controlled is set in the control High flag.
- the transmission controller 12 determines whether to update the control high. Specifically, the transmission controller 12 performs the same determination as the determination of the mechanical high in S3, and if either of the conditions (a) or (b) in S3 is satisfied, the actual condition at that time is determined. The gear ratio is determined as a new mechanical high. Then, the process proceeds to S4, and the control high is updated. Even if the situation is such that the control high is not released in step S6, the reliability of the control high is maintained by performing such an update process as needed.
- control high since mechanical high changes every moment according to driving
- FIG. 7 is a time chart showing how the control high is set.
- control High is set to the Low side so that the control gear is higher than the amplitude A of the actual gear ratio (preferably only the amplitude A) than the mechanical high, and thereafter, the gear ratio range is expanded to the control high to control the gear ratio.
- the vehicle in which CVT1 is mounted to a level almost equal to the case where the transmission ratio range of CVT1 is up to mechanical high. Can improve fuel efficiency.
- the actual gear ratio can vibrate around the control high, so that the FB operation amount is accumulated even if the target gear ratio is controlled as control high. In the case where the CVT 1 is downshifted during acceleration, a good shift response is obtained.
- the fuel efficiency improvement effect is maximized when the control high is set to the low side by the amplitude A of the actual gear ratio from the mechanical high.
- the mechanical high is set to the actual gear ratio when the state where the target gear ratio is higher than the actual gear ratio continues, the erroneous determination of the mechanical high is prevented and the reliability of the control high is increased. be able to.
- control High when the state where the target gear ratio is higher than the actual gear ratio continues again, the mechanical High is searched again and the control High is updated. This also increases the reliability of the control high.
Abstract
Description
Claims (6)
- 実変速比が目標変速比になるようにフィードバック制御する無段変速機であって、
前記実変速比に基づき前記無段変速機が取り得る変速比の最小値であるメカニカルHighを探索するメカニカルHigh探索手段と、
前記メカニカルHighよりも所定量だけLow側に制御Highを設定する制御High設定手段と、
前記無段変速機の変速比範囲の最小値を前記制御Highに設定して、前記無段変速機の変速比を制御する変速比制御手段と、
を備えた無段変速機。 - 請求項1に記載の無段変速機であって、
前記所定量は、前記フィードバック制御によって生じる前記無段変速機の変速比の前記目標変速比を中心とする振動の振幅以上に設定される、
無段変速機。 - 請求項2に記載の無段変速機であって、
前記所定量は前記振動の振幅に等しく設定される、
無段変速機。 - 請求項1から3のいずれか一つに記載の無段変速機であって、
前記メカニカルHigh探索手段は、前記目標変速比が前記実変速比よりもHigh側にある状態が継続した場合に、前記実変速比を前記メカニカルHighとして判定する、
無段変速機。 - 請求項1から4のいずれか一つに記載の無段変速機であって、
前記制御Highを設定した後に、前記目標変速比が前記実変速比よりもHigh側にある状態が再び継続した場合には、前記メカニカルHighを再探索し、再探索されたメカニカルHighに基づき前記制御Highを更新する制御High更新手段をさらに備えた無段変速機。 - 実変速比が目標変速比になるようにフィードバック制御する無段変速機の制御方法であって、
前記実変速比に基づき前記無段変速機が取り得る変速比の最小値であるメカニカルHighを探索し、
前記メカニカルHighよりも所定量だけLow側に制御Highを設定し、
前記無段変速機の変速比範囲の最小値を前記制御Highに設定して、前記無段変速機の変速比を制御する、
無段変速機の制御方法。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
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JP2014521248A JP5860535B2 (ja) | 2012-06-20 | 2013-05-28 | 無段変速機及びその制御方法 |
CN201380031945.3A CN104395646B (zh) | 2012-06-20 | 2013-05-28 | 无级变速器及其控制方法 |
KR1020147035081A KR101852231B1 (ko) | 2012-06-20 | 2013-05-28 | 무단 변속기 및 그 제어 방법 |
US14/408,372 US9611933B2 (en) | 2012-06-20 | 2013-05-28 | Continuously variable transmission and control method therefor |
EP13806604.8A EP2865926B1 (en) | 2012-06-20 | 2013-05-28 | Continuously variable transmission and method for controlling same |
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JP2012-138623 | 2012-06-20 | ||
JP2012138623 | 2012-06-20 |
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PCT/JP2013/064711 WO2013190954A1 (ja) | 2012-06-20 | 2013-05-28 | 無段変速機及びその制御方法 |
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US (1) | US9611933B2 (ja) |
EP (1) | EP2865926B1 (ja) |
JP (1) | JP5860535B2 (ja) |
KR (1) | KR101852231B1 (ja) |
CN (1) | CN104395646B (ja) |
WO (1) | WO2013190954A1 (ja) |
Cited By (3)
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JP2016020713A (ja) * | 2014-07-14 | 2016-02-04 | 日産自動車株式会社 | 車両の発進クラッチ制御装置 |
WO2016047215A1 (ja) * | 2014-09-24 | 2016-03-31 | ジヤトコ株式会社 | 車両制御装置、及びその制御方法 |
WO2016132642A1 (ja) * | 2015-02-19 | 2016-08-25 | ジヤトコ株式会社 | 無段変速機の制御装置 |
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JP6175114B2 (ja) * | 2015-10-23 | 2017-08-02 | 本田技研工業株式会社 | 作業機 |
JP6637800B2 (ja) * | 2016-03-17 | 2020-01-29 | ジヤトコ株式会社 | 無段変速機の制御装置及び無段変速機の制御方法 |
KR102126191B1 (ko) * | 2016-08-03 | 2020-06-24 | 쟈트코 가부시키가이샤 | 무단 변속기의 제어 장치 |
JP7241124B2 (ja) * | 2021-04-21 | 2023-03-16 | 本田技研工業株式会社 | 車両用無段変速機の制御装置及び制御方法 |
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- 2013-05-28 CN CN201380031945.3A patent/CN104395646B/zh active Active
- 2013-05-28 KR KR1020147035081A patent/KR101852231B1/ko active IP Right Grant
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- 2013-05-28 EP EP13806604.8A patent/EP2865926B1/en not_active Not-in-force
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Cited By (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2016020713A (ja) * | 2014-07-14 | 2016-02-04 | 日産自動車株式会社 | 車両の発進クラッチ制御装置 |
WO2016047215A1 (ja) * | 2014-09-24 | 2016-03-31 | ジヤトコ株式会社 | 車両制御装置、及びその制御方法 |
JPWO2016047215A1 (ja) * | 2014-09-24 | 2017-04-27 | ジヤトコ株式会社 | 車両制御装置、及びその制御方法 |
WO2016132642A1 (ja) * | 2015-02-19 | 2016-08-25 | ジヤトコ株式会社 | 無段変速機の制御装置 |
JPWO2016132642A1 (ja) * | 2015-02-19 | 2017-08-10 | ジヤトコ株式会社 | 無段変速機の制御装置 |
CN107250624A (zh) * | 2015-02-19 | 2017-10-13 | 加特可株式会社 | 无级变速器的控制装置 |
KR20170116127A (ko) * | 2015-02-19 | 2017-10-18 | 쟈트코 가부시키가이샤 | 무단 변속기의 제어 장치 |
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US10323744B2 (en) | 2015-02-19 | 2019-06-18 | Jatco Ltd | Control device for continuously variable transmission |
KR101994017B1 (ko) | 2015-02-19 | 2019-06-27 | 쟈트코 가부시키가이샤 | 무단 변속기의 제어 장치 |
Also Published As
Publication number | Publication date |
---|---|
US20150148156A1 (en) | 2015-05-28 |
KR20150018572A (ko) | 2015-02-23 |
CN104395646A (zh) | 2015-03-04 |
JP5860535B2 (ja) | 2016-02-16 |
EP2865926A1 (en) | 2015-04-29 |
EP2865926B1 (en) | 2017-04-26 |
CN104395646B (zh) | 2016-09-07 |
JPWO2013190954A1 (ja) | 2016-05-26 |
KR101852231B1 (ko) | 2018-04-25 |
EP2865926A4 (en) | 2016-09-14 |
US9611933B2 (en) | 2017-04-04 |
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