WO2014042032A1 - Procédé de commande et dispositif de commande de transmission automatique - Google Patents

Procédé de commande et dispositif de commande de transmission automatique Download PDF

Info

Publication number
WO2014042032A1
WO2014042032A1 PCT/JP2013/073571 JP2013073571W WO2014042032A1 WO 2014042032 A1 WO2014042032 A1 WO 2014042032A1 JP 2013073571 W JP2013073571 W JP 2013073571W WO 2014042032 A1 WO2014042032 A1 WO 2014042032A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear ratio
actual
continuously variable
variable transmission
ratio
Prior art date
Application number
PCT/JP2013/073571
Other languages
English (en)
Japanese (ja)
Inventor
泰彰 吉川
Original Assignee
ジヤトコ株式会社
日産自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ジヤトコ株式会社, 日産自動車株式会社 filed Critical ジヤトコ株式会社
Priority to JP2014535492A priority Critical patent/JP5926390B2/ja
Publication of WO2014042032A1 publication Critical patent/WO2014042032A1/fr

Links

Images

Classifications

    • 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
    • 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

Definitions

  • the present invention relates to a control device and a control method for a continuously variable transmission that can suppress a change in gear ratio.
  • a continuously variable transmission that controls a gear ratio steplessly by passing a belt, a chain, or the like over a set of primary and secondary pulleys and changing the groove width of each pulley is widely used in vehicle transmissions.
  • JP2011-33114A as a countermeasure for such a gear ratio hunting, when the driver switches from the driving range (D range) to the N range during driving, the feedback gain is set to a small gain so that the feedback sensitivity is reduced.
  • a transmission control device for a continuously variable transmission that desensitizes and suppresses rotational hunting is known.
  • control for preventing hunting is executed in response to an operation related to the running state by the driver.
  • gear ratio hunting can occur in addition to operations that the driver is involved in driving the vehicle. For example, hunting due to vibration of the transmission itself or hunting due to the control state of the transmission can occur. With the above-described conventional technology, it is not possible to suppress such hunting of the gear ratio that is not based on the operation of the driver.
  • the driver when the driver performs operations related to vehicle travel, such as changing the speed range or operating the accelerator or brake, the driver can predict changes in the vehicle's travel performance, so there is a change in the gear ratio. Even so, the tolerance for the uncomfortable feeling felt by the driver is high. On the other hand, the ratio ratio hunting that occurs when the driver cannot predict a change in the driving performance of the vehicle increases the sense of discomfort given to the driver.
  • the present invention has been made in view of such problems, and provides a control device and a control method for a continuously variable transmission that can prevent the driver from feeling uncomfortable by suppressing the occurrence of a change in the gear ratio. For the purpose.
  • the actual gear ratio can be changed by changing the winding diameter of a power transmission belt mounted on a vehicle and clamped by a set of pulleys and hydraulic pressure supplied to the set of pulleys.
  • a control device for a continuously variable transmission which calculates a target gear ratio based on the state of the vehicle, outputs an instruction value so that the actual gear ratio follows the target gear ratio, and controls the continuously variable transmission
  • a shift control unit that controls the value and predicts the occurrence of fluctuations in the actual gear ratio when it detects or estimates that the change amount per unit time of the control value is larger than the change amount per unit time of the indicated value
  • a transmission ratio fluctuation suppressing unit that executes control for suppressing fluctuations in the actual transmission ratio when a change in the actual transmission ratio is detected by the transmission ratio fluctuation prediction unit.
  • the actual transmission ratio is changed by changing the winding diameter of the power transmission belt mounted on the vehicle and clamped by the hydraulic pressure supplied to the set of pulleys and the set of pulleys.
  • a control method for a continuously variable transmission in which a target gear ratio is calculated based on the state of the vehicle, an instruction value is output so that the actual gear ratio follows the target gear ratio, and the continuously variable transmission
  • the control value of the machine control value is detected or estimated that the amount of change per unit time of the control value is greater than the amount of change per unit time of the indicated value
  • a procedure for executing control for suppressing the fluctuation of the actual gear ratio when the fluctuation of the actual gear ratio is predicted.
  • the actual gear ratio is predicted to vary, and the actual gear ratio varies.
  • control for suppressing fluctuations in the actual gear ratio is executed.
  • FIG. 1 is a schematic configuration diagram of a vehicle equipped with a continuously variable transmission according to an embodiment of the present invention.
  • FIG. 2 is an explanatory diagram showing an example of the configuration of the transmission controller according to the embodiment of the present invention.
  • FIG. 3 is an explanatory diagram illustrating an example of a shift map according to the embodiment of this invention.
  • FIG. 4 is an explanatory diagram of a hydraulic circuit centering on the hydraulic control circuit of the embodiment of the present invention.
  • FIG. 5 is a flowchart of hunting prevention control according to the embodiment of the present invention.
  • FIG. 6 is an explanatory diagram showing the actual gear ratio hunting prevention control according to the embodiment of the present invention.
  • FIG. 7 is an explanatory diagram illustrating the actual gear ratio hunting prevention control according to the embodiment of the present invention.
  • FIG. 1 is a schematic configuration diagram of a vehicle equipped with a continuously variable transmission according to an embodiment of the present invention.
  • FIG. 2 is an explanatory diagram showing an example of the configuration of the transmission controller according to the
  • FIG. 8 is an explanatory diagram of the first to third threshold values according to the embodiment of this invention.
  • FIG. 9 is an explanatory diagram showing the relationship between the threshold value and the actual gear ratio in the primary pulley according to the embodiment of the present invention.
  • FIG. 10 is an explanatory diagram showing the relationship between the threshold value and the actual gear ratio in the secondary pulley of the embodiment of the present invention.
  • FIG. 1 is a schematic configuration diagram of a vehicle equipped with a continuously variable transmission according to an embodiment of the present invention.
  • the vehicle includes an engine 1 as a power source.
  • the output rotation of the engine 1 is via a torque converter 2 with a lock-up clutch, a first gear train 3, a continuously variable transmission (hereinafter simply referred to as "transmission 4"), a second gear train 5, and a final reduction gear 6.
  • transmission 4" continuously variable transmission
  • 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 is supplied with the rotation of the engine 1 and is driven by using a part of the power of the engine 1.
  • the electric oil pump 10 e is driven by receiving power supply from the battery 13. Is provided.
  • the transmission 4 has a hydraulic pressure control circuit 11 that regulates hydraulic pressure (hereinafter referred to as “line pressure”) supplied from at least one of the mechanical oil pump 10 m and the electric oil pump 10 e and supplies the hydraulic pressure to each part of the transmission 4.
  • a controller 12 for controlling the hydraulic control circuit 11 and the engine 1.
  • the transmission 4 includes a continuously variable transmission mechanism (hereinafter referred to as “variator 20”) and an auxiliary transmission mechanism 30 provided in series with the variator 20. “Provided in series” means that the variator 20 and the auxiliary transmission mechanism 30 are provided in series in the power transmission path.
  • the auxiliary transmission mechanism 30 may be directly connected to the output shaft of the variator 20 as in this example, or may be connected via another transmission or power transmission mechanism (for example, a gear train).
  • the variator 20 is a belt-type continuously variable transmission mechanism that includes a primary pulley 21, a secondary pulley 22, and a belt (V-belt) 23 that is wound around the pulleys 21 and 22.
  • Each of the pulleys 21 and 22 includes a fixed conical plate, a movable conical plate that is arranged with a sheave surface facing the fixed conical plate, and forms a V-groove between the fixed conical plate, and a rear surface of the movable conical plate.
  • hydraulic cylinders 23a and 23b for displacing the movable conical plate in the axial direction.
  • the auxiliary transmission mechanism 30 is a transmission mechanism having two forward speeds and one reverse speed.
  • the sub-transmission mechanism 30 is connected to a Ravigneaux type planetary gear mechanism 31 in which two planetary gear carriers are connected, and a plurality of friction elements connected to a plurality of rotating elements constituting the Ravigneaux type planetary gear mechanism 31 to change their linkage state.
  • Fastening elements Low brake 32, High clutch 33, Rev brake 34
  • the gear position of the auxiliary transmission mechanism 30 is changed.
  • the gear position of the subtransmission mechanism 30 is the first speed. If the high clutch 33 is engaged and the low brake 32 and the rev brake 34 are released, the speed stage of the subtransmission mechanism 30 becomes the second speed having a smaller speed ratio than the first speed. 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 4 is expressed as “the transmission 4 is in the low speed mode” when the shift stage is the first speed, and “the transmission 4 is in the high speed mode” when the speed is the second speed. .
  • the controller 12 is a control device that comprehensively controls the engine 1 and the transmission 4. As shown in FIG. 2, the CPU 12, a storage device 122 including a RAM / ROM, an input interface 123, an output interface 124, , And a bus 125 for interconnecting them.
  • accelerator opening APO an accelerator pedal opening
  • Npri the rotational speed of the transmission 4
  • VSP traveling speed of the vehicle
  • the storage device 122 stores a control program for the engine 1, a shift control program for the transmission 4, and a shift map (FIG. 3) used in the shift control program.
  • the CPU 121 reads 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, and outputs a fuel injection signal, an ignition timing signal, a throttle An opening signal and a shift control signal are generated, and the generated shift control signal is output to the hydraulic control circuit 11 via the output interface 124.
  • Various values used in the arithmetic processing by the CPU 121 and the arithmetic results are appropriately stored in the storage device 122.
  • the hydraulic control circuit 11 includes a plurality of flow paths and a plurality of hydraulic control valves.
  • the hydraulic control circuit 11 controls a plurality of hydraulic control valves on the basis of the shift control signal from the controller 12 to switch the hydraulic pressure supply path, and obtains the necessary hydraulic pressure from the hydraulic pressure generated by the mechanical oil pump 10m or the electric oil pump 10e. This is adjusted and supplied to each part of the transmission 4. As a result, the actual gear ratio vRatio of the variator 20 and the gear position of the subtransmission mechanism 30 are changed, and the transmission 4 is shifted.
  • FIG. 3 shows an example of the shift map stored in the storage device 122 of the controller 12 of the present embodiment.
  • the operating point of the transmission 4 is determined based on the vehicle speed VSP and the primary rotational speed Npri.
  • the inclination of the line connecting the operating point of the transmission 4 and the zero point of the lower left corner of the transmission map is obtained by multiplying the actual transmission ratio of the transmission 4 (the actual transmission ratio vRatio of the variator 20 by the actual transmission ratio subRatio of the auxiliary transmission mechanism 30).
  • the actual transmission ratio hereinafter referred to as “through transmission ratio Ratio”.
  • a shift line is set for each accelerator opening APO, and the shift of the transmission 4 is selected according to the accelerator opening APO. This is done according to the shift line.
  • the transmission 4 When the transmission 4 is in the low speed mode, the transmission 4 has the low speed mode low line obtained by maximizing the actual transmission ratio vRatio of the variator 20 and the low speed mode highest High obtained by minimizing the actual transmission ratio vRatio of the variator 20. You can shift between the lines. At this time, the operating point of the transmission 4 moves in the A region and the B region. On the other hand, when the transmission 4 is in the high speed mode, the transmission 4 can be obtained by maximizing the actual transmission ratio vRatio of the variator 20 and the high speed mode obtained by minimizing the actual transmission ratio vRatio of the variator 20. The speed can be changed between the highest lines. At this time, the operating point of the transmission 4 moves in the B region and the C region.
  • the gear ratio of each gear stage of the sub-transmission mechanism 30 is such that the gear ratio corresponding to the low speed mode highest line (low speed mode highest high gear ratio) corresponds to the high speed mode lowest line (high speed mode lowest gear ratio). It is set to be smaller than that. Accordingly, a low speed mode ratio range that is a range of the through speed ratio Ratio of the transmission 4 that can be taken in the low speed mode and a high speed mode ratio range that is a range of the through speed ratio Ratio of the transmission 4 that can be taken in the high speed mode are partially obtained.
  • the transmission 4 can select either the low-speed mode or the high-speed mode. ing.
  • the controller 12 refers to the speed change map and sets the through speed ratio Ratio corresponding to the vehicle speed VSP and the accelerator opening APO (the driving state of the vehicle) as the reaching through speed ratio DRatio.
  • the reached through speed ratio DRatio is a target value that the through speed ratio Ratio should finally reach in the driving state.
  • the controller 12 sets a target through speed ratio tRatio that is a transient target value for causing the through speed ratio Ratio to follow the reached through speed ratio DRatio with a desired response characteristic, and the through speed ratio Ratio is the target through speed ratio.
  • the variator 20 and the auxiliary transmission mechanism 30 are controlled so as to coincide with the ratio tRatio.
  • a mode switching shift line (1-2 shift line of the subtransmission mechanism 30) for performing the shift of the subtransmission mechanism 30 is set to overlap the low speed mode Highest line.
  • the through speed ratio corresponding to the mode switching speed line (hereinafter referred to as “mode switching speed ratio mRatio”) is equal to the low speed mode maximum High speed ratio.
  • the controller 12 When the operating point of the transmission 4 crosses the mode switching speed line, that is, when the through speed ratio Ratio of the transmission 4 changes across the mode switching speed ratio mRatio, the controller 12 performs the mode switching speed control. Do. In the mode switching shift control, the controller 12 shifts the auxiliary transmission mechanism 30, and changes the actual transmission ratio vRatio of the variator 20 in a direction opposite to the direction in which the actual transmission ratio subRatio of the auxiliary transmission mechanism 30 changes. I do.
  • the controller 12 changes the gear position of the subtransmission mechanism 30 from the first speed to the second speed. (Hereinafter referred to as “1-2 speed change”) and the actual speed ratio vRatio of the variator 20 is changed to the speed ratio larger side.
  • the controller 12 changes the gear position of the subtransmission mechanism 30 from the second speed to the first speed ( Hereinafter, it is referred to as “2-1 speed change”), and the actual speed ratio vRatio of the variator 20 is changed to the lower speed ratio.
  • the reason why the coordinated shift is performed at the time of the mode switching shift is to suppress the driver's uncomfortable feeling due to the change in the input rotation caused by the step of the through speed ratio Ratio of the transmission 4. Further, the mode switching shift is performed when the actual transmission ratio vRatio of the variator 20 is the highest transmission ratio. In this state, the torque input to the auxiliary transmission mechanism 30 is the same as the torque input to the variator 20 at that time. This is because shifting shock of the subtransmission mechanism 30 can be mitigated by shifting the subtransmission mechanism 30 in this state.
  • the shift map when the vehicle stops, the actual transmission ratio vRatio of the variator 20 becomes the lowest transmission ratio, and the shift stage of the auxiliary transmission mechanism 30 becomes the first speed.
  • FIG. 4 is an explanatory diagram of a hydraulic circuit centered on the hydraulic control circuit 11 according to the embodiment of the present invention.
  • the hydraulic control circuit 11 receives the hydraulic pressure supplied from the mechanical oil pump 10m, regulates the hydraulic pressure, and supplies the hydraulic pressure to each of the variator 20, the torque converter 2, and the auxiliary transmission mechanism 30.
  • the hydraulic control circuit 11 includes a regulator valve 230, a secondary hydraulic control valve 220, a shift control valve 210, and a lock-up clutch control valve 240.
  • the regulator valve 230 is a control valve that regulates the hydraulic pressure from the mechanical oil pump 10 m to a predetermined line pressure and supplies it to the oil passage 200.
  • the secondary hydraulic control valve 220 is a control valve that regulates the secondary hydraulic pressure supplied to the hydraulic cylinder 23b of the secondary pulley 22 using the line pressure as the original pressure.
  • the shift control valve 210 is a control valve that regulates the primary hydraulic pressure supplied to the hydraulic cylinder 23a of the primary pulley 21 using the line pressure as the original pressure.
  • the lockup clutch control valve 240 regulates the release pressure supplied to the lockup chamber of the torque converter 2.
  • the fastening force of the lockup clutch is controlled by the differential pressure between the apply pressure and the release pressure of the torque converter 2.
  • the regulator valve 230, the secondary hydraulic control valve 220, and the lock-up clutch control valve 240 are driven by solenoids, and each valve is controlled by controlling the duty ratio of these solenoids according to an instruction from the controller 12.
  • the hydraulic pressure by is controlled.
  • the controller 12 sends an instruction to the hydraulic control circuit 11 to control the actual speed ratio of the transmission 4 so that the actual speed ratio follows the target speed ratio.
  • so-called hunting may occur in which the actual transmission ratio of the transmission 4, particularly the variator 20, fluctuates in a short cycle.
  • hunting may occur in which the transmission 4 resonates and the actual gear ratio fluctuates in a short cycle.
  • the primary pulley and secondary pulley The thrust ratio balance may be lost and hunting of the actual transmission ratio may occur. These occur particularly at an actual gear ratio on the relatively high side, and can occur even when the actual oil pressure is normally controlled with respect to the command oil pressure.
  • the thrust ratio may be unbalanced due to a delay in oil pressure response, oil vibration, belt slip, etc., and actual gear ratio hunting may occur. . These occur particularly at a relatively high actual gear ratio.
  • the reason why the actual gear ratio is generated on the relatively high side in this way is that the hydraulic pressure of the secondary pulley 22 is relatively low, so that the stability of the hydraulic pressure is low, and it is easily affected by the vibration of the hydraulic pressure. This is because the influence of the above becomes large.
  • the actual speed ratio of the variator 20 is controlled by the hydraulic control circuit 11. However, the actual speed ratio of the variator 20 is short due to a delay or deviation of the solenoid of the hydraulic control circuit 11 in response to an instruction from the controller 12. Hunting that varies with period may occur.
  • the embodiment of the present invention is configured to prevent occurrence of actual speed ratio hunting by the following control.
  • the controller 12 operates the transmission 4 so that hunting of the actual gear ratio does not occur. Control. Details will be described below.
  • FIG. 5 is a flowchart of the anti-hunting control executed by the controller 12 according to the embodiment of the present invention.
  • the flowchart shown in FIG. 5 is executed by the controller 12 at a predetermined cycle (for example, every 10 ms) when it is determined that the vehicle is running.
  • the controller 12 first determines whether or not it has been detected that a switch or the like related to the operation of the electrical equipment provided in the vehicle has been opened / closed (ON / OFF operation) by the driver. When there is no operation of a switch etc., it transfers to step S120. If an operation such as a switch is detected, the process proceeds to step S140.
  • the vehicle is equipped with a battery 13 and its electric power is supplied to various electrical equipment (air conditioner, wiper, light, car navigation, audio, room light, power window).
  • various electrical equipment air conditioner, wiper, light, car navigation, audio, room light, power window.
  • step S120 the controller 12 determines whether or not the actual current values of the various solenoids provided in the hydraulic control circuit 11 have changed with respect to the command current value. If the actual current value of the solenoid has not changed, the process proceeds to step S130. If it is determined that the actual current value of the solenoid has changed, the process proceeds to step S140.
  • the solenoid is provided with a current detection circuit for detecting an actual current value, and the controller 12 monitors the actual current value detected by each solenoid provided in the hydraulic control circuit 11.
  • the controller 12 monitors the actual current value detected by each solenoid provided in the hydraulic control circuit 11.
  • step S110 As a case where the switch operation is not detected in step S110 and the voltage fluctuation is detected in step S120, for example, there is engagement / release of a lockup clutch. Engagement / release of the lockup clutch is performed by the controller 12 controlling the lockup clutch control valve 240 based on the state of the vehicle. At this time, the actual current value varies depending on the operation of the solenoid provided in the lockup clutch control valve 240. That is, actual current fluctuation occurs without detecting switch operation.
  • step S130 the controller 12 determines whether or not the actual hydraulic pressure in the hydraulic control circuit 11 has changed with respect to the command hydraulic pressure. If the actual oil pressure has not changed with respect to the command oil pressure, the process returns to step S110. When it is determined that the actual oil pressure has changed with respect to the command oil pressure, the process proceeds to step S140.
  • the actual hydraulic pressure and the command hydraulic pressure are pulley hydraulic pressures for the primary pulley 21 and the secondary pulley 22 of the variator 20.
  • the hydraulic pressure control circuit 11 is provided with a hydraulic pressure detection device that detects the actual hydraulic pressure, and the controller 12 monitors the actual hydraulic pressure detected by the hydraulic pressure control circuit 11.
  • the controller 12 monitors the actual hydraulic pressure detected by the hydraulic pressure control circuit 11.
  • hunting prevention control is performed in subsequent steps S140 to S220.
  • step S110 the voltage fluctuation is not detected in step S120, and the oil pressure fluctuation is detected in step S130, for example, the oil pressure fluctuation occurs due to the pulsation of the discharge oil pressure of the mechanical oil pump 10m. This is the case.
  • step S140 when it is predicted that hunting of the actual gear ratio in the transmission 4 will occur by the processing from step S110 to step S130, the controller 12 executes the control after step S140. That is, when the controller 12 detects or estimates that the actual control value (actual current value, actual voltage, etc.) varies greatly with respect to the control instruction value variation, the gear ratio variation prediction predicts the actual gear ratio variation. Configured as part. Control may be performed such that the hunting determination flag is established when it is determined that the process proceeds to S140 in the processing of steps S110 to S130, and the subsequent processing of step S140 is executed when the hunting determination flag is established.
  • step S140 the controller 12 determines the magnitude of fluctuation of the actual current ratio, the magnitude of fluctuation of the hydraulic pressure, and the magnitude of fluctuation of the actual transmission ratio based on the difference between the target transmission ratio and the actual transmission ratio. For each of these, a first determination process is performed for comparison with a first threshold.
  • step S150 If it is determined that at least one of the magnitude of the fluctuation of the actual current value, the magnitude of the fluctuation of the hydraulic pressure, and the magnitude of the fluctuation of the actual gear ratio exceeds the first threshold value set for each, the process proceeds to step S150. . Otherwise, the process proceeds to step S160.
  • the magnitude of fluctuation indicates the amount of change per unit time, and the controller 12 obtains the actual current value, hydraulic pressure, and actual gear ratio value by time differentiation or the like.
  • the first threshold value is likely to cause hunting of the actual gear ratio with respect to each of the magnitude of fluctuation of the actual current value, the magnitude of fluctuation of the hydraulic pressure, and the magnitude of fluctuation of the actual gear ratio.
  • the value is set to such a level that it is sufficiently determined that the situation is occurring.
  • step S150 the controller 12 controls the lock-up clutch of the torque converter 2 to a slip state or a released state.
  • the torque converter 2 By setting the lock-up clutch of the torque converter 2 to the slip state or the released state, the torque converter 2 is brought into the converter state, and the hydraulic oil in the torque converter 2 acts as a damping function to reduce hunting of the actual gear ratio. This prevents the driver from feeling uncomfortable.
  • step S150 the lockup clutch of the torque converter 2 may be controlled to a slip state.
  • the slip state is once controlled, when it is determined that the first threshold value is exceeded even after the expiration of a timer, which will be described later, the control may be performed in the released state.
  • the process proceeds to step S220.
  • step S140 If it is determined in step S140 that at least one of the magnitude of the fluctuation of the current value, the magnitude of the fluctuation of the hydraulic pressure, and the magnitude of the fluctuation of the actual gear ratio does not exceed the first threshold value set for each of them. The process proceeds to step S160.
  • step S160 the controller 12 executes a second determination process for comparing each of the magnitude of fluctuation of the actual current value, the magnitude of fluctuation of the hydraulic pressure, and the magnitude of fluctuation of the actual gear ratio with the second threshold value. To do.
  • step S170 If it is determined that at least one of the magnitude of the fluctuation of the actual current value, the magnitude of the fluctuation of the hydraulic pressure, and the magnitude of the fluctuation of the actual gear ratio exceeds the second threshold value set for each, the process proceeds to step S170. . Otherwise, the process proceeds to step S180.
  • step S170 the control hydraulic pressure (hereinafter referred to as “belt pressure”) for clamping the belt 23 in the secondary pulley 22 of the variator 20 is increased.
  • step S170 the process proceeds to step S220.
  • step S160 If it is determined in step S160 that at least one of the magnitude of the fluctuation of the actual current value, the magnitude of the fluctuation of the hydraulic pressure, and the magnitude of the fluctuation of the actual gear ratio does not exceed the second threshold value set for each Proceeds to step S180.
  • step S180 the controller 12 executes a third determination process for comparing each of the magnitude of the fluctuation of the actual current value, the magnitude of the fluctuation of the hydraulic pressure, and the magnitude of the fluctuation of the actual gear ratio with the third threshold value. To do.
  • step S190 When it is determined that at least one of the magnitude of the fluctuation of the actual current value, the magnitude of the fluctuation of the hydraulic pressure, and the magnitude of the fluctuation of the actual gear ratio exceeds the third threshold set for each, the process proceeds to step S190. . Otherwise, the process proceeds to step S210.
  • step S190 the controller 12 sets the feedback gain in the control of the transmission 4 to zero.
  • the controller 12 performs feedback control based on the deviation between the target speed ratio and the actual speed ratio to cause the actual speed ratio to follow the target speed ratio.
  • the controller 12 adds a value obtained by multiplying the deviation by a predetermined feedback gain to the target speed ratio in order to approach the target speed ratio, and gives an instruction to the hydraulic control circuit 11.
  • step S190 the controller 12 sets the feedback gain to zero. That is, the actual speed ratio is not fed back with respect to the target speed ratio. By controlling in this way, hunting of the actual gear ratio due to overshoot / undershoot can be prevented.
  • step S190 the process proceeds to step S220.
  • Step S180 when it is determined that at least one of the magnitude of the fluctuation of the actual current value, the magnitude of the fluctuation of the hydraulic pressure, and the magnitude of the fluctuation of the actual gear ratio does not exceed the third threshold set for each. Proceeds to step S210.
  • step S210 the controller 12 sets a dead zone for the deviation in the control of the transmission 4.
  • a predetermined dead band width is set with emphasis on stability.
  • the normally set dead band width does not cause a change in the actual speed ratio (actual value) with respect to a slight change in the target speed ratio (indicated value), and follows the actual speed ratio in response to a change in the target speed ratio.
  • the width is set so as to satisfy both of the fact that the property hardly delays.
  • the width of the dead zone set in step S210 is set larger than the normally set dead zone width, and is set with an emphasis on stability for preventing fluctuations rather than followability.
  • step S210 the process proceeds to step S220.
  • step S220 a timer for a predetermined time is set and timer counting is started.
  • step S221 the process waits until the timer expires.
  • the timer is set as a hysteresis from the execution of the above-described control in steps S150, S170, S190, and S210 to the next control.
  • step S221 when the timer expires, the process proceeds to step S230.
  • step S230 it is determined whether or not the actual gear ratio hunting has been eliminated. Specifically, it is determined whether or not the magnitude of the change in the actual speed ratio detected as described above is sufficiently small to determine that the actual speed ratio hunting has been eliminated.
  • step S140 If it is determined that the actual gear ratio hunting has not been eliminated, the process returns to step S140, and the control from step S140 to S230 is repeated. If it is determined that the actual gear ratio hunting has been eliminated, the control according to this flowchart is terminated.
  • the controller 12 predicts the occurrence of the actual gear ratio hunting by the processing of the flowchart of FIG. 5, and when the occurrence of the actual gear ratio hunting is predicted, the control for preventing the occurrence of the hunting is performed. I do. That is, the controller 12 performs control as in steps S140 to S230 in FIG. 5 to suppress the change in the actual gear ratio, thereby configuring the gear ratio fluctuation suppressing unit.
  • the first, second, and third threshold values in the hunting prevention control are set so that the respective determination criteria are the first threshold value> the second threshold value> the third threshold value. Is done. These threshold values may be changed according to the current actual transmission ratio of the transmission, as will be described later.
  • step S140 If the first determination process in step S140 is YES and the torque converter 2 is set to the converter state by the process in step S150, and then the end determination in step S230 is NO, the first determination process in step S140 is performed again. I do. At this time, if the first determination process is NO, the released lock-up clutch is engaged and returned to the lock-up state. Similarly, the second determination process in step S160 is YES, and the belt pressure of the secondary pulley 22 is increased in step S170. Thereafter, when the second determination process in step S160 is NO, the belt pressure of the secondary pulley 22 is decreased. Similarly, the third determination process in step S180 is YES, and the feedback gain of the actual gear ratio is made zero in step S190.
  • step S180 the feedback gain of the actual gear ratio is increased.
  • step S180 the third determination process in step S180 is NO, and a dead zone for the actual gear ratio deviation is set in step S210. Thereafter, if it is determined in step S230 that the actual gear ratio hunting has been eliminated, the dead zone of the actual gear ratio deviation is restored.
  • 6 and 7 are explanatory diagrams showing the hunting prevention control of the actual gear ratio by the controller 12 according to the embodiment of the present invention.
  • FIG. 6 shows, from the top, vehicle speed, actual gear ratio, switch ON / OFF determination, solenoid actual current value variation, actual current value variation determination, oil pressure variation, oil pressure variation determination, and hunting determination based on these determinations.
  • Each of the flags is shown as a time chart with time on the horizontal axis.
  • the controller 12 detects the solenoid due to the fluctuation of the actual current value of the power supplied to the solenoid in step S110 of FIG.
  • the occurrence of hunting of the actual gear ratio is predicted by the change in the operation.
  • the hunting flag is established, and the process proceeds to the processing after step S140 in FIG.
  • step S120 in FIG. 5 the actual speed ratio hunting is performed due to the change in operation of the solenoid due to the change in the actual current value. Occurrence is predicted, and the process proceeds to step S140 and subsequent steps in FIG.
  • step S120 of FIG. 1 if it is determined at timing t3 that the difference between the command hydraulic pressure and the actual hydraulic pressure has fluctuated, the occurrence of hunting of the actual hydraulic gear ratio is predicted in step S120 of FIG. The process proceeds to step S140 and subsequent steps in FIG.
  • FIG. 7 shows the actual transmission ratio, hunting determination flag, lockup clutch state, actual transmission ratio feedback gain, actual transmission ratio feedback amount, and the range of deviation of the actual transmission ratio from the target transmission ratio. It is shown as a time chart with the horizontal axis.
  • step S ⁇ b> 140 in FIG. 5 when the actual gear ratio hunting is predicted to occur or has occurred (the hunting flag is established) based on the determination in steps S ⁇ b> 110 to 130 in FIG. 5 described above, the processing after step S ⁇ b> 140 in FIG. 5 is performed. It is explanatory drawing when is performed.
  • step S150 of FIG. An instruction is given to the hydraulic control circuit 11 so that the lock-up clutch is slipped or released (timing t3).
  • the lockup clutch is released, the connection of the driving force between the engine 1 and the transmission 4 is released, and the hunting of the actual gear ratio is suppressed by the buffering by the torque converter 2.
  • step S150 After waiting for a predetermined time in step S220 of FIG. 5, it is determined in step S230 whether or not the actual gear ratio hunting has been eliminated. If it is determined that the actual gear ratio hunting has not been eliminated, the process returns to step S140 in FIG. 5 and the process is repeated.
  • step S140 When the determination in step S140 is performed again and it is determined that the value does not exceed the first threshold (timing t4), the lockup clutch is brought into the engaged state, and then the process proceeds to step S160 to perform the second determination process. .
  • step S160 the second determination process is performed, and when it is determined that the fluctuation range of the actual gear ratio exceeds the second threshold, the controller 12 performs the process of step S170 to increase the secondary hydraulic pressure of the secondary pulley 22.
  • the hydraulic control circuit 11 is instructed. Thereby, the fastening force of the belt in the variator 30 is increased, the change in the actual gear ratio is suppressed, and the hunting of the actual gear ratio is suppressed.
  • step S230 After step S170, after waiting for a predetermined time in step S220 in FIG. 5, it is determined in step S230 whether or not the actual gear ratio hunting has been eliminated. If it is determined that the actual gear ratio hunting has not been eliminated, the process returns to step S140 in FIG. 5 and the process is repeated.
  • step S140 determines whether the value does not exceed the first threshold value. If the determination in step S140 is performed again and it is determined that the value does not exceed the first threshold value, the process proceeds to step S160 and the second determination process is performed. If it is determined in the second determination process that the second threshold value is not exceeded (timing t5), the increased secondary hydraulic pressure is decreased, and the process proceeds to step S180.
  • step S190 If the third determination process is performed in step S180 and it is determined that the fluctuation range of the actual speed ratio exceeds the third threshold value, the controller 12 performs the process of step S190 and sets the feedback gain of the actual speed ratio to zero. Set. This suppresses hunting of the actual speed ratio that occurs when the actual speed ratio does not follow the target speed ratio without feeding back the deviation between the target speed ratio and the actual speed ratio.
  • step S230 After the process of step S190, after waiting for a predetermined time in step S220 of FIG. 5, it is determined in step S230 whether or not the actual gear ratio hunting has been eliminated. If it is determined that the actual gear ratio hunting has not been eliminated, the process returns to step S140 in FIG. 5 and the process is repeated.
  • step S140 determines whether the value does not exceed the first threshold value. If the determination in step S140 is performed again and it is determined that the value does not exceed the first threshold value, the process proceeds to step S160 and the second determination process is performed. If it is determined that it does not exceed the second threshold value, the process proceeds to step S180, the second determination process is performed, and if it is determined that it does not exceed the third threshold value (timing t6), it is set to zero. The returned feedback gain is returned, and the process proceeds to step S210.
  • step S210 the controller 12 sets a dead zone in which a deviation between the target speed ratio and the actual speed ratio is used for feedback of the actual speed ratio.
  • a deviation between the target speed ratio and the actual speed ratio is small, feedback is suppressed, so that hunting of the actual speed ratio that occurs when the actual speed ratio does not follow the target speed ratio is suppressed.
  • setting the dead zone with the smallest bounce by control can suppress fluctuations in the actual gear ratio and reduce the bounce. it can. If the change in the actual gear ratio becomes large after setting the dead zone, one of the above-described steps S140, S160, and S180 is YES, and processing for suppressing the other changes in the actual gear ratio is performed.
  • step S210 After the process of step S210, a timer for a predetermined time is started in step S220 of FIG. 5, and after the timer expires in step S221, it is determined in step S230 whether or not the actual gear ratio hunting has been eliminated (timing t7). ). If it is determined that the actual gear ratio hunting has been eliminated, the set dead zone is restored, and the process of the flowchart of FIG. 5 ends (timing t8).
  • FIG. 8 is an explanatory diagram of the first to third threshold values according to the embodiment of the present invention.
  • FIG. 8 illustrates, as an example, a comparison between the first to third threshold values with respect to the deviation between the target gear ratio and the actual gear ratio.
  • the controller 12 acquires the absolute value of the difference between the change amount of the target gear ratio (time change) and the change amount of the actual gear ratio (time change) as a deviation.
  • the obtained deviation is compared with the first threshold value in step S140 of FIG.
  • the first threshold value is set to a large value compared to the second to third threshold values.
  • the hunting of the actual gear ratio occurring is the largest. Determine the state.
  • step S150 the lockup clutch of the torque converter 2 is controlled to a slip state or a released state (step S150 in FIG. 5).
  • step S150 the lockup clutch of the torque converter 2 is controlled to a slip state or a released state.
  • the lock-up clutch By controlling the lock-up clutch to the slip state or the released state, hunting of the actual gear ratio is suppressed, but fuel efficiency performance and power performance are degraded. Therefore, when the deviation falls below the first threshold value by the control in step S150, the process proceeds to the next step S160, and the deviation is compared with the second threshold value.
  • the second threshold value is smaller than the first threshold value but larger than the third threshold value, and it is determined whether the actual speed ratio hunting is relatively large.
  • step S160 when the deviation exceeds the second threshold value, the control having the second largest effect of suppressing the actual gear ratio hunting is executed. Specifically, the secondary hydraulic pressure of the variator 20 is increased so as to increase the belt pressure (step S170 in FIG. 5). By increasing the secondary oil pressure, hunting of the actual gear ratio is suppressed, but by increasing the oil pressure, fuel efficiency is reduced. Therefore, when the deviation is smaller than the second threshold value by the control in step S170, the process proceeds to the next step S180 and the deviation is compared with the third threshold value.
  • the third threshold value is smaller than the first and second threshold values and is set to a relatively small value, and it is determined whether the actual speed ratio hunting is relatively small.
  • Step S180 of FIG. 5 when the deviation exceeds the third threshold value, the control having the third largest effect that can suppress the actual gear ratio hunting is executed. Specifically, the feedback gain of the actual gear ratio is set to 0 and control is performed so that feedback based on the deviation is not executed (step S190 in FIG. 5). Such control can suppress hunting of the actual gear ratio due to feedback.
  • step S210 the control having the fourth largest effect of suppressing the actual gear ratio hunting is executed.
  • a dead zone for feedback of the actual gear ratio is set.
  • control is performed so that feedback based on the deviation is not executed.
  • Such control can suppress hunting of the actual gear ratio due to feedback. If it is determined after the control in step S210 in FIG. 5 that the actual gear ratio hunting has been eliminated, the processing in the flowchart in FIG. 5 ends.
  • FIG. 9 is an explanatory diagram showing the relationship between the first to third threshold values and the actual gear ratio according to the embodiment of the present invention.
  • the vertical axis indicates the thrust for clamping the belt by the clamping force of the primary pulley
  • the horizontal axis indicates the actual gear ratio
  • the variator 20 is a belt type CVT.
  • the relationship between the actual transmission ratio and the thrust of the primary pulley is generally nonlinear as shown in FIG. 9, and the smaller the actual transmission ratio, the larger the required thrust to the primary pulley, and the actual transmission ratio becomes smaller. The larger the value, the smaller the required thrust to the primary pulley.
  • the threshold value for detecting the fluctuation (hunting) of the actual gear ratio is the same regardless of the magnitude of the actual gear ratio.
  • the change in thrust is large with respect to the change in the actual gear ratio. Therefore, control for suppressing hunting is performed for relatively small fluctuations despite large vibrations. There is a possibility that only the processing (that is, steps S190 and S210 in FIG. 5) is executed, and effective hunting suppression control is not executed.
  • the change in thrust is small with respect to the change in the actual gear ratio.
  • the driver is small and does not give the driver a sense of incongruity, there is a possibility that a deterioration in fuel consumption or a shock is caused by performing the anti-hunting control.
  • the threshold value (first to third threshold values) for determining the fluctuation of the actual speed ratio correspondingly.
  • the first to third threshold values are set to double, and when the actual speed ratio is on the large side, the first to third threshold values are used as they are. May be set.
  • a threshold width is set for each actual gear ratio so that the variation in thrust is substantially the same, and in the determination after step S140 in FIG. 5, the actual gear ratio at that time is set.
  • a corresponding threshold value may be acquired, and the first to third determinations may be executed based on the acquired threshold value.
  • a threshold value is set to be relatively large, the sensitivity to thrust fluctuation is slowed down, and fuel efficiency and driving performance are prioritized.
  • the threshold is set relatively small, the sensitivity to the fluctuation of thrust is set high, and the hunting process is prioritized.
  • FIG. 10 is an explanatory diagram showing the relationship between the first to third threshold values and the actual gear ratio of the embodiment of the present invention, and is an explanatory diagram showing the thrust of the secondary pulley.
  • the vertical axis represents the thrust for clamping the belt by the clamping force of the secondary pulley
  • the horizontal axis represents the actual gear ratio
  • the relationship between the actual gear ratio and the thrust of the secondary pulley has a characteristic that, contrary to the primary pulley shown in FIG. 9 described above, the thrust is smaller as the actual gear ratio is lower and the thrust is larger as the actual gear ratio is larger. is doing.
  • the threshold value (first to third threshold values) for determining the fluctuation of the actual speed ratio correspondingly.
  • the first to third threshold values are used as they are, and when the actual gear ratio is on the large side, the first to third threshold values are each set to double. Also good.
  • the threshold value is changed based on the characteristics shown in FIG.
  • the threshold is changed based on the characteristics shown in FIG.
  • the threshold value may be changed based on both characteristics shown in FIGS.
  • the control device for the transmission 4 that can change the actual transmission ratio by changing the engagement diameter, calculates the target transmission ratio based on the state of the vehicle, and indicates the instruction value so that the actual transmission ratio follows the target transmission ratio. And when the controller 12 that controls the control value of the transmission 4 is detected or estimated that the change amount of the control value per unit time is larger than the change amount of the instruction value per unit time.
  • a gear ratio fluctuation prediction unit that predicts occurrence of a gear ratio fluctuation
  • a gear ratio fluctuation suppression unit that executes control to suppress fluctuations in the actual gear ratio when fluctuations in the actual gear ratio are detected by the gear ratio fluctuation prediction And equipped with
  • the instruction value is an instruction value of the hydraulic pressure supplied to the secondary pulley 22, and the control value is an actual hydraulic pressure supplied to the secondary pulley 22, and the gear ratio fluctuation prediction unit is supplied to the secondary pulley 22.
  • the change amount per unit time of the actual hydraulic pressure is larger than the change amount per unit time of the indicated value of the hydraulic pressure supplied to the secondary pulley 22
  • the change in the actual gear ratio is predicted.
  • the change of the actual gear ratio can be detected by the hydraulic pressure of the secondary pulley 22 related to the change of the actual gear ratio.
  • the variator is provided with a solenoid for controlling the hydraulic pressure supplied to the secondary pulley 22, the indicated value is an indicated current value for instructing the operation of the solenoid, and the controlled value is an actual current value of the solenoid,
  • the gear ratio fluctuation prediction unit detects that the change amount per unit time of the actual current value to the solenoid based on the control value is larger than the change amount per unit time of the indicated current value of the solenoid
  • the fluctuation of the actual gear ratio can be detected not by the hydraulic pressure that actually changes the actual gear ratio but by the actual current value and the command current value of the solenoid. That is, by detecting a change in current for controlling the oil pressure, a change in the actual gear ratio can be detected at an earlier stage than the change in the oil pressure.
  • the gear ratio fluctuation prediction unit determines whether the change amount per unit time of the actual current value or the actual hydraulic pressure per unit time of the indicated current value or the indicated hydraulic pressure when the switch related to the operation of the electrical equipment provided in the vehicle is opened / closed. Therefore, it is possible to predict the occurrence of fluctuations in the actual gear ratio not by actual hydraulic pressure or current but by the operation of the switch. That is, by detecting the opening / closing operation of the switch that causes the fluctuation of the actual current value for controlling the hydraulic pressure, the occurrence of the fluctuation of the actual gear ratio can be predicted at an earlier stage than the fluctuation of the hydraulic pressure or the current. .
  • the gear ratio fluctuation suppressing unit executes control for suppressing fluctuation of the actual gear ratio, detects the fluctuation width of the actual gear ratio, and detects the detected fluctuation width of the actual gear ratio and a plurality of predetermined threshold values. And, as a result of the comparison, control for suppressing fluctuations in the actual gear ratio is changed. In this way, by performing different control for each of the plurality of threshold values, it is possible to achieve both suppression of fluctuations and prevention of rebound of changes in vehicle behavior due to fluctuation suppression control.
  • the speed change control unit controls the actual speed ratio to follow the target speed ratio by feeding back the deviation between the target speed ratio and the actual speed ratio to the control value.
  • a dead band is set for the deviation to be fed back, so when there is a change in the actual gear ratio, a dead zone for the fluctuation is provided to slow down the ability to follow the fluctuation, and an instruction for shift control Variations in the actual gear ratio caused by the value can be suppressed.
  • the transmission is provided with a torque converter 2, and the gear ratio fluctuation suppressing unit controls the torque converter 2 to the slip state when the fluctuation range of the actual gear ratio is large. Fluctuations can be buffered, and fluctuations in the actual gear ratio can be suppressed.
  • the transmission is provided with a torque converter 2, and the gear ratio fluctuation suppression unit controls the torque converter 2 to the converter state when the fluctuation range of the actual gear ratio is large. Fluctuations can be buffered, and fluctuations in the actual gear ratio can be suppressed.
  • the transmission is provided with a torque converter 2, and the gear ratio fluctuation suppressing unit controls the torque converter 2 to the converter state when the fluctuation range of the actual gear ratio is large after controlling the torque converter 2 to the slip state.
  • the state of the torque converter can be controlled according to the fluctuation range to buffer the fluctuation of the rotational speed, and the fluctuation of the actual gear ratio can be suppressed.
  • a belt type continuously variable transmission mechanism is provided as the variator 20, but the variator 20 is a continuously variable transmission mechanism in which a chain is wound around pulleys 21 and 22 instead of the belt 23. May be.
  • the variator 20 may be a toroidal continuously variable transmission mechanism in which a tiltable power roller is disposed between the input disk and the output disk.
  • the continuously variable transmission including the variator 20 and the auxiliary transmission mechanism 30 has been described as an example.
  • the auxiliary transmission mechanism 30 may be omitted.
  • the actual gear ratio hunting is determined based on the actual gear ratio.
  • the present invention is not limited to this, and may be determined based on the engine rotational speed Ne. That is, hunting of the engine speed Ne occurs due to hunting of the actual gear ratio.
  • the hunting of the engine rotational speed Ne may cause, for example, an instrument panel speedometer to fluctuate, which may cause the driver to feel visually uncomfortable. Also, the actual behavior of the vehicle may fluctuate, which may cause the driver to feel uncomfortable. It is. Further, it may be determined whether or not the actual gear ratio hunting has been eliminated in step S230 of FIG. 5 based on the engine rotational speed Ne.

Landscapes

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

Abstract

La présente invention comprend : une unité de commande de transmission qui calcule un rapport de transmission cible sur la base de l'état du véhicule et qui commande une valeur de commande par l'émission d'une valeur d'instruction de sorte que le rapport de transmission réel suive le rapport de transmission cible ; une unité de prévision de fluctuations du rapport de transmission qui prévoit l'apparition de fluctuations dans le rapport de transmission réel lorsqu'il a été détecté ou conclu que le degré de changement par unité de temps dans la valeur de commande d'une transmission à variation infinie est supérieur au degré de changement par unité de temps dans la valeur d'instruction ; et une unité de suppression de fluctuations du rapport de transmission qui exécute une commande de suppression de fluctuations dans le rapport de transmission réel lorsque des fluctuations dans le rapport de transmission réel ont été détectées par l'unité de prévision de fluctuations du rapport de transmission.
PCT/JP2013/073571 2012-09-13 2013-09-02 Procédé de commande et dispositif de commande de transmission automatique WO2014042032A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2014535492A JP5926390B2 (ja) 2012-09-13 2013-09-02 自動変速機の制御装置及び制御方法

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2012201357 2012-09-13
JP2012-201357 2012-09-13

Publications (1)

Publication Number Publication Date
WO2014042032A1 true WO2014042032A1 (fr) 2014-03-20

Family

ID=50278149

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2013/073571 WO2014042032A1 (fr) 2012-09-13 2013-09-02 Procédé de commande et dispositif de commande de transmission automatique

Country Status (2)

Country Link
JP (1) JP5926390B2 (fr)
WO (1) WO2014042032A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017043459A1 (fr) * 2015-09-09 2017-03-16 ジヤトコ株式会社 Dispositif et procédé de commande hydraulique d'une transmission à variation continue de véhicule
EP3176473A4 (fr) * 2014-07-29 2017-08-09 Jatco Ltd Transmission à variation continue et son procédé de commande
WO2020044948A1 (fr) * 2018-08-30 2020-03-05 ジヤトコ株式会社 Dispositif d'inspection de soupape et procédé d'inspection de soupape
US10672207B2 (en) 2017-01-20 2020-06-02 Polaris Industries Inc. Diagnostic systems and methods of a continuously variable transmission

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003172445A (ja) * 2001-12-04 2003-06-20 Nissan Motor Co Ltd 無段変速機の変速制御装置
JP2005273850A (ja) * 2004-03-26 2005-10-06 Jatco Ltd ベルト式無段変速機の変速制御装置
JP2010265910A (ja) * 2009-05-12 2010-11-25 Toyota Motor Corp 制御弁の故障判定装置、方法、およびプログラム

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003172445A (ja) * 2001-12-04 2003-06-20 Nissan Motor Co Ltd 無段変速機の変速制御装置
JP2005273850A (ja) * 2004-03-26 2005-10-06 Jatco Ltd ベルト式無段変速機の変速制御装置
JP2010265910A (ja) * 2009-05-12 2010-11-25 Toyota Motor Corp 制御弁の故障判定装置、方法、およびプログラム

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3176473A4 (fr) * 2014-07-29 2017-08-09 Jatco Ltd Transmission à variation continue et son procédé de commande
WO2017043459A1 (fr) * 2015-09-09 2017-03-16 ジヤトコ株式会社 Dispositif et procédé de commande hydraulique d'une transmission à variation continue de véhicule
KR20180037023A (ko) * 2015-09-09 2018-04-10 쟈트코 가부시키가이샤 차량용 무단 변속기의 유압 제어 장치 및 유압 제어 방법
JPWO2017043459A1 (ja) * 2015-09-09 2018-06-14 ジヤトコ株式会社 車両用無段変速機の油圧制御装置および油圧制御方法
EP3348871A4 (fr) * 2015-09-09 2018-10-31 Jatco Ltd Dispositif et procédé de commande hydraulique d'une transmission à variation continue de véhicule
US10520082B2 (en) 2015-09-09 2019-12-31 Jatco Ltd Device and method for hydraulically controlling continuously variable transmission for vehicle
KR102070526B1 (ko) * 2015-09-09 2020-01-29 쟈트코 가부시키가이샤 차량용 무단 변속기의 유압 제어 장치 및 유압 제어 방법
US10672207B2 (en) 2017-01-20 2020-06-02 Polaris Industries Inc. Diagnostic systems and methods of a continuously variable transmission
US11430272B2 (en) 2017-01-20 2022-08-30 Polaris Industries Inc. Diagnostic systems and methods of a continuously variable transmission
WO2020044948A1 (fr) * 2018-08-30 2020-03-05 ジヤトコ株式会社 Dispositif d'inspection de soupape et procédé d'inspection de soupape
JPWO2020044948A1 (ja) * 2018-08-30 2021-06-10 ジヤトコ株式会社 バルブ検査装置及びバルブ検査方法

Also Published As

Publication number Publication date
JPWO2014042032A1 (ja) 2016-08-18
JP5926390B2 (ja) 2016-05-25

Similar Documents

Publication Publication Date Title
US6450917B2 (en) Shift control system for continuously variable transmission
EP2275714B1 (fr) Contrôle de commutation de transmission variable continue
JP2004125011A (ja) Ｖベルト式無段変速機のスリップ防止装置
US9964207B2 (en) Continuously variable transmission and method for controlling the same
US9073537B2 (en) Control device and control method for continuously variable transmission
EP3176473B1 (fr) Transmission à variation continue et son procédé de commande
JP5926390B2 (ja) 自動変速機の制御装置及び制御方法
US9897204B2 (en) Control apparatus and control method for automatic transmission
WO2017043459A1 (fr) Dispositif et procédé de commande hydraulique d'une transmission à variation continue de véhicule
JP6379279B2 (ja) 変速機の制御装置及び変速機の制御方法
JP6353971B2 (ja) 変速機の制御装置及び変速機の制御方法
WO2016194597A1 (fr) Dispositif de commande pour une transmission variable en continu
JP2010180892A (ja) 車両用ベルト式無段変速機の制御装置
JP2019052693A (ja) 自動変速機の制御装置及び自動変速機の制御方法
JP6379280B2 (ja) 変速機の制御装置及び変速機の制御方法
US10605358B2 (en) Transmission and control method for transmission
WO2013132899A1 (fr) Appareil de commande de changement de vitesse et procédé de commande de changement de vitesse pour une transmission à variation continue

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 13837826

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 2014535492

Country of ref document: JP

Kind code of ref document: A

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 13837826

Country of ref document: EP

Kind code of ref document: A1