WO2014112308A1 - 変速機の制御装置 - Google Patents
変速機の制御装置 Download PDFInfo
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- WO2014112308A1 WO2014112308A1 PCT/JP2013/084716 JP2013084716W WO2014112308A1 WO 2014112308 A1 WO2014112308 A1 WO 2014112308A1 JP 2013084716 W JP2013084716 W JP 2013084716W WO 2014112308 A1 WO2014112308 A1 WO 2014112308A1
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- WIPO (PCT)
- Prior art keywords
- hydraulic pressure
- transmission
- power transmission
- oil passage
- power
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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
- F16H61/0009—Hydraulic control units for transmission control, e.g. assembly of valve plates or valve units
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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
- F16H61/02—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 characterised by the signals used
- F16H61/0202—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 characterised by the signals used the signals being electric
- F16H61/0204—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0206—Layout of electro-hydraulic control circuits, e.g. arrangement of valves
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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
- F16H61/0021—Generation or control of line pressure
- F16H61/0025—Supply of control fluid; Pumps therefore
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2300/00—Purposes or special features of road vehicle drive control systems
- B60Y2300/18—Propelling the vehicle
- B60Y2300/18008—Propelling the vehicle related to particular drive situations
- B60Y2300/18016—Start-stop drive, e.g. in a traffic jam
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
- F16H2037/023—CVT's provided with at least two forward and one reverse ratio in a serial arranged sub-transmission
Definitions
- the present invention relates to a transmission control device mounted on a vehicle that stops and restarts a driving force source.
- JP2000-035121A provides a quick clutch for the shock at the time of acceleration at the time of restart by rapidly supplying the hydraulic pressure at the time of engine restart or by increasing the hydraulic pressure from the normal level and supplying it to the transmission.
- a transmission control device is described that prevents shock by engaging.
- JP2000-035121A describes control in the case where there is only one mechanism (clutch) for transmitting power in the transmission.
- JP2000-035121A does not consider how to supply hydraulic pressure to such a plurality of power transmission mechanisms. Therefore, there is a problem that control for preventing a delay in acceleration is necessary in supplying hydraulic pressure to a plurality of power transmission mechanisms.
- the present invention has been made in view of such problems, and an object of the present invention is to provide a transmission control device that prevents a delay in acceleration when restarting after a driving force source is stopped by coast stop control.
- a driving force source a hydraulic source that generates hydraulic pressure by the driving force of the driving force source, and a power transmission amount that is connected to the driving force source and is adjusted according to the hydraulic pressure from the hydraulic source.
- a second mechanical urging mechanism that is connected in series with the power transmission capacity is adjusted in accordance with the hydraulic pressure from the hydraulic power source and acts to increase the power transmission capacity by the hydraulic pressure from the hydraulic power source.
- an oil path that supplies hydraulic pressure to the second power transmission unit is closed until the hydraulic pressure supplied to the first power transmission unit exceeds a predetermined value. It is characterized in that an opening / closing means is provided. .
- the opening / closing means for closing the oil passage for supplying the hydraulic pressure to the second power transmission unit is provided until the hydraulic pressure to be supplied to the first power transmission unit becomes a predetermined value or more, for example, coast stop control, etc. Since the distribution of the hydraulic pressure is controlled so that the first transmission capacity becomes larger than the second transmission capacity at the time of restart from the state where the hydraulic pressure from the hydraulic pressure source is lowered, the first transmission of the first power transmission unit is performed. The capacity can be increased quickly, and a delay in acceleration when the driving force source is restarted can be prevented.
- 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 showing an operation at the time of reacceleration of the vehicle of the comparative example of the present 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. 5A is an explanatory diagram illustrating the operation of the switching valve according to the embodiment of this invention.
- FIG. 5B is an explanatory diagram illustrating the operation of the switching valve according to the embodiment of this invention.
- FIG. 6 is an explanatory diagram showing the relationship between the hydraulic pressure and the transmission torque capacity according to the embodiment of the present invention.
- FIG. 7 is an explanatory diagram illustrating an operation during re-acceleration of the vehicle according to the embodiment of this invention.
- FIG. 8A is an explanatory diagram of a modified example of the switching valve according to the embodiment of this invention.
- FIG. 8B is an explanatory diagram of a modified example of the switching valve according to the embodiment of this invention.
- FIG. 1 is a schematic configuration diagram of a vehicle equipped with a continuously variable transmission according to a first embodiment of the present invention.
- This vehicle includes an engine 1 as a power source.
- the output rotation of the engine 1 is 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 so that it cannot rotate during parking.
- the vehicle is provided with an oil pump 10 that receives the rotation of the engine 1 and is driven by using a part of the power of the engine 1.
- the transmission 4 is provided with a hydraulic control circuit 11 that regulates the hydraulic pressure supplied from the oil pump 10 and supplies the hydraulic pressure to each part of the transmission 4, and a controller 12 that controls 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 gear-type transmission mechanism with 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 means for comprehensively controlling the engine 1 and the transmission 4, and as shown in FIG. 2, a CPU 121, 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 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.
- the generated shift control signal is output to the hydraulic control circuit 11 via the output interface 124.
- Various values and calculation results used by the CPU 121 in the calculation process 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, prepares the necessary hydraulic pressure from the hydraulic pressure generated by the oil pump 10, and shifts the speed. Supply to each part of the machine 4.
- the gear ratio vRatio of the variator 20 and the gear position of the auxiliary transmission mechanism 30 are changed, and the transmission 4 is changed.
- the controller 12 of the present embodiment controls the rotation of the engine 1 during traveling immediately before the stop, in addition to the idle stop control that stops the rotation of the engine 1 while the vehicle is stopped, in order to suppress the fuel consumption. Coast stop control to stop.
- Coast stop control is control which suppresses fuel consumption by automatically stopping the engine 1 while the vehicle is traveling in a low vehicle speed range.
- the coast stop control is common to the fuel cut control executed when the accelerator is off and the fuel supply to the engine 1 is stopped. However, the normal fuel cut control is executed at a relatively high speed and the engine brake is applied.
- the lock-up clutch of the torque converter 2 is engaged in order to ensure that the coast stop control is performed at a relatively low speed immediately before the vehicle stops, and the engine 1 is rotated with the lock-up clutch released. It is different in that it is stopped.
- the controller 12 first determines, for example, the following conditions (a) to (d).
- (A): The foot is released from the accelerator pedal (accelerator opening APO 0)
- These conditions are, in other words, conditions for judging that the driver intends to stop.
- the controller 12 stops the fuel supply to the engine 1 and stops the rotation of the engine 1.
- FIG. 3 is an explanatory view showing the operation at the time of reacceleration of the vehicle of the comparative example in the present invention.
- FIG. 3 shows the operation of a conventional vehicle that does not use the switching unit 250 of the present invention described later. 3, from the top, the vehicle speed, the engine speed Ne, the pulley pressure of the variator 20 (solid line), the clutch pressure of the auxiliary transmission mechanism 30 (dotted line), the transmission torque capacity of the variator 20 (solid line), and the transmission torque of the auxiliary transmission mechanism.
- capacitance (dotted line) and an acceleration are each shown with a time chart.
- the controller 12 stops the rotation of the engine 1 and executes coast stop control. Thereby, the rotation of the engine 1 is gradually stopped.
- the oil pump 10 that generates hydraulic pressure by the driving force of the engine 1 also stops gradually, and the hydraulic pressure supplied from the oil pump 10 to the hydraulic control circuit 11 also decreases. Accordingly, the hydraulic pressure supplied to the variator 20 and the auxiliary transmission mechanism 30 is substantially the minimum value (timing t02). During coast stop control, the vehicle speed gradually decreases due to running resistance and the like.
- the controller 12 ends the coast stop control and restarts the engine (timing t03).
- the engine 1 starts to rotate, and the engine rotation speed Ne increases.
- the oil pump 10 is driven to generate hydraulic pressure as the engine speed Ne increases.
- the generated hydraulic pressure is supplied to the variator 20 and the auxiliary transmission mechanism 30 by the hydraulic control circuit 11. This hydraulic pressure increases as the engine speed increases.
- the transmission torque capacity is increased, the driving force of the engine 1 is transmitted to the wheels, and the vehicle starts to accelerate.
- the predetermined acceleration G1 is the lowest acceleration at which humans feel acceleration, and is, for example, 0.02 [G].
- the increase in the transmission torque capacity of the variator 20 is rapid and the increase in the transmission torque capacity of the auxiliary transmission mechanism 30 is slow as the hydraulic pressure increases. Since the vehicle re-accelerates after both the variator 20 and the subtransmission mechanism 30 start to transmit torque, the reacceleration is delayed due to a delay in the increase of the transmission torque capacity of the subtransmission mechanism 30 and the driver feels uncomfortable. There is.
- the variator 20 transmits the rotation of the engine 1 while holding the V-belt 23 by supplying hydraulic pressure to the hydraulic cylinders 21 a and 22 a provided in the primary pulley 21 and the secondary pulley 22, respectively.
- the hydraulic cylinders 21a and 22a are provided with a second mechanical biasing mechanism including a spring or the like that biases the V-belt 23 in the clamping direction in order to prevent the V-belt 23 from slipping even when the hydraulic pressure decreases. .
- the pulleys 21 and 22 urge the V belt 23 in the clamping direction by a spring or the like.
- the hydraulic pressure when starting to have the transmission torque capacity is referred to as “zero point”.
- the auxiliary transmission mechanism 30 transmits power by engaging any one of a plurality of frictional engagement elements (Low brake 32, High clutch 33, Rev brake 34).
- frictional engagement elements are provided with a first mechanical urging mechanism comprising a return spring or the like that urges toward the release side in order to prevent dragging at the time of release.
- each frictional engagement element is urged in the release direction by a return spring or the like.
- the return spring is compressed against the urging force of the return spring urged in the release direction, and then transmitted by the contact of the facing of the frictional engagement element.
- the zero point hydraulic pressure is larger than that of the variator 20, and the transmission torque capacity rises later than the variator 20.
- the transmission torque capacity of the frictional engagement element rises until the auxiliary transmission mechanism 30 transmits torque and the vehicle starts to accelerate (acceleration G becomes G1) after the engine 1 is restarted. It will be delayed by the amount of delay.
- the present invention prevents the driver from feeling uncomfortable by accelerating the start of acceleration at the end of the coast stop with the following configuration.
- 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 oil pump 10, 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 switching unit 250.
- the regulator valve 230 is a control valve that regulates the oil pressure of the oil pump 10 to a predetermined line pressure and supplies the oil line 200 to the oil passage 200.
- 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 shift control valve 210 adjusts the primary hydraulic pressure relative to the secondary hydraulic pressure in response to the movable conical plate of the primary pulley 21.
- the switching unit 250 is provided between an oil path 200 that supplies hydraulic pressure to the variator 20 and an oil path 240 that branches from the oil path 200 and supplies hydraulic pressure to the auxiliary transmission mechanism 30. The distribution of the hydraulic pressure supplied to and is changed.
- the regulator valve 230 and the secondary hydraulic control valve 220 are provided with solenoids. By controlling the duty ratio of these solenoids according to a command from the controller 12, the hydraulic pressure by each valve is controlled.
- 5A and 5B are explanatory diagrams for explaining the operation of the switching unit 250 according to the embodiment of the present invention.
- FIG. 5A shows a state in which hydraulic pressure is supplied only to the oil passage 240 communicating with the auxiliary transmission mechanism 30.
- FIG. 5B shows a state in which hydraulic pressure is supplied to both the oil passage 240 communicating with the auxiliary transmission mechanism 30 and the oil passage 200 communicating with the variator 20.
- the switching unit 250 supplies the oil pressure supplied from the oil pump 10 and adjusted to the line pressure by the regulator valve 230 only to the oil passage 240 or to both the oil passage 200 and the oil passage 240. It is comprised so that it may switch.
- the switching unit 250 supplies the oil pressure to the oil pump 10 and the regulator valve, the first oil passage 201 to which the oil pressure is supplied, the second oil passage 202 to supply the oil pressure to the variator 20, and the oil pressure to the auxiliary transmission mechanism 30.
- a third oil passage 203 is formed.
- the second oil passage communicates with the oil passage 200, and the third oil passage communicates with the oil passage 240.
- the switching unit 250 is provided with a valve body 251, and the valve body 251 is biased by a spring 252 so as to close the second oil passage 202.
- the valve body 251 closes the second oil passage 202 by the urging force of the spring 252 so that the third oil passage 203 and the first oil passage 201 are connected as shown in FIG. 5A. Communicate. In this state, the hydraulic pressure from the oil pump 10 is supplied only to the third oil passage 203, and the hydraulic pressure is supplied to the auxiliary transmission mechanism 30 via the oil passage 240.
- the oil pressure from the first oil passage 201 rises, the oil pressure acts on the pressure receiving surface 258 facing the oil passage 201 of the valve body 251 and presses the valve body 251 in a direction against the urging force of the spring 252. To do.
- the valve body 251 moves against the urging force of the spring 252 by the oil pressure as shown in FIG.
- the first oil passage 201 and the second oil passage 202 communicate with each other by being opened. In this state, the oil pressure from the oil pump 10 is supplied to the second oil passage 202 and the third oil passage 203, and is supplied to the variator via the oil passage 200 and to the auxiliary transmission mechanism 30 via the oil passage 240. Is supplied.
- the predetermined hydraulic pressure at which the switching unit 250 switches the oil passage is determined as follows.
- FIG. 6 is an explanatory diagram showing a relationship between the hydraulic pressure and the transmission torque capacity in the variator 20 and the auxiliary transmission mechanism 30 according to the embodiment of the present invention.
- the solid line indicates the transmission torque capacity (second speed) transmitted by the V belt 23 held by the variator 20 by supplying hydraulic pressure to the hydraulic cylinders 23 a and 23 b provided in the primary pulley 21 and the secondary pulley 22, respectively.
- the relationship between transmission capacity and hydraulic pressure is shown.
- the dotted line indicates that the frictional engagement element is fastened by supplying hydraulic pressure to any of the frictional engagement elements (Low brake 32, High clutch 33, Rev brake 34) that transmits power in the auxiliary transmission mechanism 30.
- the relationship between the transmission torque capacity (1st transmission capacity) transmitted and oil pressure is shown.
- the variator 20 is provided with a second mechanical biasing mechanism that biases the V-belt 23 in the clamping direction in order to prevent slippage of the V-belt 23 even when the hydraulic pressure decreases as described above. Due to the second mechanical urging mechanism, the variator 20 has a transmission torque capacity (S) even when hydraulic pressure is not supplied.
- S transmission torque capacity
- the frictional engagement element of the subtransmission mechanism 30 is provided with a first mechanical urging mechanism including a return spring or the like that urges toward the release side in order to prevent dragging at the time of release. Therefore, in order for the frictional engagement element to have a transmission torque capacity, it is necessary to supply the hydraulic pressure (P0) against the urging force of the first mechanical urging mechanism.
- the fading (friction material) of the frictional engagement element, the pulleys 21 and 22, and the V belt 23 have different characteristics of the transmission torque capacity with respect to the increase in hydraulic pressure.
- the frictional engagement element increases the frictional force due to the increase in hydraulic pressure and increases the transmission torque capacity.
- the pulleys 21 and 22 and the V-belt 23 are in contact with each other and the frictional force is not large, the transmission torque against the increase in hydraulic pressure.
- the increase in capacity is moderate compared to the frictional engagement element.
- the fading of the frictional engagement element is generally configured in multiple plates, the frictional force is larger than that of the pulleys 21 and 22 and the V belt 23.
- the transmission torque capacity of the subtransmission mechanism 30 is smaller than that of the variator 20.
- the auxiliary transmission mechanism 30 starts to have a transmission torque capacity after the return spring of the frictional engagement element is compressed (hydraulic pressure is P0 or more). Further, when the hydraulic pressure becomes P2, the transmission torque capacity by the frictional engagement element and the transmission torque capacity in the variator 20 become substantially equal, and thereafter, the transmission torque capacity of the frictional engagement mechanism becomes the transmission torque capacity of the variator 20 as the hydraulic pressure increases. It will be over.
- the auxiliary transmission mechanism 30 requires a higher hydraulic pressure than the variator 20 in order to increase the transmission torque capacity. Accordingly, when the engine restarts from the coast stop state and the hydraulic pressure increases from zero to P2, the timing at which the auxiliary transmission mechanism 30 starts to have the transmission torque capacity rather than the variator 20 starts to have the transmission torque capacity. Becomes slower.
- the actual acceleration in response to the vehicle reacceleration request is delayed, which gives the driver a sense of incongruity.
- the frictional engagement element of the subtransmission mechanism 30 may be engaged rapidly after the transmission torque capacity starts to be generated, and an engagement shock occurs. And give the driver a sense of incongruity.
- the switching unit 250 is provided in the hydraulic control circuit 11 as described above, and the switching unit 250 supplies the hydraulic pressure only to the auxiliary transmission mechanism 30 in a region where the hydraulic pressure is lower than a predetermined hydraulic pressure. Configured.
- the hydraulic pressure P1 that is smaller than the hydraulic pressure P2 by a predetermined amount is set as the predetermined hydraulic pressure, and the switching unit 250 is configured to release the second oil passage 202 when the predetermined hydraulic pressure P1 is exceeded.
- the predetermined oil pressure P1 is set to a value equal to or lower than the lowest normal line pressure controlled by the regulator valve 230.
- FIG. 7 is an explanatory diagram showing an operation during re-acceleration of the vehicle according to the embodiment of the present invention.
- the controller 12 stops the rotation of the engine 1 and performs coast stop control.
- the oil pump 10 that generates hydraulic pressure by the driving force of the engine 1 also stops gradually, and the hydraulic pressure from the oil pump 10 is not supplied to the hydraulic control circuit 11.
- the hydraulic pressure supplied to the variator 20 and the auxiliary transmission mechanism 30 is substantially the lowest value (timing t12).
- the vehicle speed gradually decreases.
- the controller 12 ends the coast stop control and restarts the engine (timing t13). By this control, the engine 1 starts to rotate, and the engine speed increases.
- the valve body 251 closes the second oil passage 202 and opens the third oil passage 203, so the hydraulic pressure from the oil pump 10 is the oil pressure. It is supplied only to the frictional engagement element of the auxiliary transmission mechanism 30 via the path 240. Thereby, the frictional engagement element starts to have a transmission torque capacity.
- valve body 251 moves against the urging force of the spring 252 and opens the second oil passage 202 (timing t14).
- first oil passage 201 and the second oil passage 202 communicate with each other, and hydraulic pressure is also supplied to the variator 20.
- the transmission torque capacity of the pulleys 21 and 22 and the V-belt 23 is increased in the variator 20 to transmit the torque, whereby the acceleration of the vehicle is increased (timing t15).
- the switching unit that preferentially supplies the hydraulic pressure to the frictional engagement element of the subtransmission mechanism 30. 250.
- the transmission torque capacity of the auxiliary transmission mechanism 30 whose timing to start having the transmission torque capacity with respect to the increase in hydraulic pressure is later than that of the variator 20, can be increased first. Can be prevented.
- the switching unit 250 is mechanically operated by hydraulic pressure and spring force, and can prevent an abnormal opening / closing operation due to an electrical failure without using, for example, a solenoid.
- 8A and 8B are explanatory diagrams of a modified example of the switching unit 250 according to the embodiment of the present invention.
- FIG. 8A shows a modification of the switching unit 250, in which the first oil passage 201 and the second oil passage 202 are communicated with each other by a bypass oil passage 253.
- An orifice 254 is provided in the bypass oil passage 253.
- the orifice 254 is formed so that a flow rate smaller than the flow rate when the first oil passage 201 and the second oil passage 202 communicate with each other flows through the bypass oil passage 253.
- the switching unit 250 is configured to operate the valve body 251 by the hydraulic pressure and the spring 252. If any abnormality occurs in the valve body 251 and the valve body 251 does not operate, the hydraulic pressure is not supplied to the second oil passage 202, and the vehicle cannot start.
- the hydraulic pressure supplied from the oil pump 10 is configured to circulate to the second oil passage 202 by the bypass oil passage 253.
- oil pressure can be supplied to the variator 20 even when the valve body 251 stops operating in a state where the second oil passage 202 is closed.
- an orifice 254 is formed in the bypass oil passage 253. That is, when the oil pressure can be circulated from the first oil passage 201 to the second oil passage 202 by the bypass oil passage 253, but when the engine 1 is restarted after the coast stop control by the orifice 254, The hydraulic pressure is restricted from being supplied from the second oil passage 202 to the variator 20. Therefore, as described above, the control valve 25 can preferentially supply the hydraulic pressure to the frictional engagement element of the auxiliary transmission mechanism 30 immediately after the restart after the hydraulic pressure is reduced by the coast stop control. it can.
- FIG. 8B is an explanatory diagram of another modification of the switching unit 250 according to the embodiment of this invention.
- the notch 256 is formed in the valve body 251, and even when the valve body 251 closes the second oil passage 202, the hydraulic pressure supplied from the oil pump 10 is supplied to the second oil passage. 202 to be distributed. With such a configuration, oil pressure can be supplied to the variator 20 even when the valve body 251 stops operating in a state where the second oil passage 202 is closed.
- the notch 256 performs the same operation as the orifice 254 in FIG. 8A described above. That is, the notch 256 is formed so that a flow rate smaller than the flow rate when the first oil passage 201 and the second oil passage 202 communicate with each other can flow through the bypass oil passage 253.
- the hydraulic pressure can be circulated from the first oil passage 201 to the second oil passage 202 by the notch portion 256, when the hydraulic pressure increases when the engine 1 is restarted after the coast stop control as described above, Supply of hydraulic pressure from the second oil passage 202 to the variator 20 is limited. Therefore, as described above, the control valve 25 can preferentially supply the hydraulic pressure to the frictional engagement element of the auxiliary transmission mechanism 30 immediately after the restart after the hydraulic pressure is reduced by the coast stop control. it can.
- the switching unit 250 is configured to bias the valve body 251 by the spring 252 as described above, but is not limited thereto, and the valve body is operated by a solenoid or the like that operates based on the hydraulic pressure of the first oil passage 201.
- 251 may be electrically opened and closed. By electrically opening and closing the valve body 251 with a solenoid or the like, the opening and closing of the valve body 251 can be accurately controlled based on the magnitude of the hydraulic pressure, and a delay in acceleration can be prevented.
- the controller that functions as the coast stop control unit that performs the coast stop control for stopping the engine 1 as the driving force source in the traveling state of the vehicle, and the hydraulic pressure is generated by the driving force of the engine 1.
- An oil pump 10 as a hydraulic power source
- a sub-transmission mechanism 30 as a first power transmission unit in which a first transmission capacity for transmitting and outputting the power of the driving force source by hydraulic pressure from the hydraulic power source is controlled
- hydraulic pressure Supplied to the variator 20 as a second power transmission unit in which the second transmission capacity for transmitting and outputting the power of the driving force source is controlled by the hydraulic pressure from the source, and to the first power transmission unit and the second power transmission unit.
- the present invention is applied to a transmission control device including a switching unit 250 that changes the distribution of hydraulic pressure.
- the sub-transmission mechanism 30 includes a first mechanical biasing mechanism such as a return spring that acts to bias the frictional engagement element toward the release side and reduce the first transmission capacity. Further, the variator 20 includes a second mechanical urging mechanism such as a spring that urges the pulleys 21 and 22 in the direction of sandwiching the V-belt 23 to increase the second transmission capacity.
- a first mechanical biasing mechanism such as a return spring that acts to bias the frictional engagement element toward the release side and reduce the first transmission capacity.
- the variator 20 includes a second mechanical urging mechanism such as a spring that urges the pulleys 21 and 22 in the direction of sandwiching the V-belt 23 to increase the second transmission capacity.
- the switching unit 250 serving as the opening / closing means has a first transmission capacity of the subtransmission mechanism 30.
- the distribution of the hydraulic pressure is changed so as to be larger than the second transmission capacity of the variator 20, and the second transmission capacity of the variator 20 is increased when the hydraulic pressure supplied to the auxiliary transmission mechanism 30 is equal to or greater than a predetermined value (P1).
- P1 a predetermined value
- the hydraulic pressure is preferentially supplied to the auxiliary transmission mechanism 30 that is biased so that the transmission torque capacity is reduced by the return spring.
- the first transmission capacity of the subtransmission mechanism 30 can be raised quickly, and a delay in acceleration when the driving force source is restarted can be prevented.
- the transmission is a first power transmission unit that transmits power by a frictional engagement element, and a second power transmission unit that is wound around a set of pulleys and the set of pulleys to transmit power.
- a continuously variable transmission (variator 20) including a power transmission belt is connected in series.
- the variator 20 is provided with a second mechanical urging mechanism for preventing the V belt 23 from slipping even when the hydraulic pressure is lowered.
- the frictional engagement element of the subtransmission mechanism 30 is provided with a first mechanical biasing mechanism that biases toward the release side in order to prevent dragging at the time of release. Therefore, in order for the auxiliary transmission mechanism 30 to have a transmission torque capacity, it is necessary to supply hydraulic pressure against the urging force of the first mechanical urging mechanism. In such a configuration, when the engine is restarted, first, the hydraulic pressure is preferentially supplied to the subtransmission mechanism 30, so that the subtransmission mechanism 30 and the variator 20 are simultaneously equally supplied with the hydraulic pressure. The first transmission capacity of the mechanism 30 can be raised quickly, and a delay in acceleration when the driving force source is restarted can be prevented.
- the switching unit urges the valve body 251 provided to be able to intermittently supply the hydraulic pressure from the oil pump 10 to the variator 20 and the valve body 251 in a direction to cut off the supply of the hydraulic pressure from the oil pump 10 to the variator 20.
- a spring 252 serving as an urging unit for the valve body 252 to move to supply the oil pressure from the oil pump 10 to the variator 20 when the oil pressure supplied from the oil pump 10 reaches a predetermined oil pressure (P1).
- P1 predetermined oil pressure
- the switching unit 250 is provided with the bypass oil passage 253 for supplying the hydraulic pressure even when the supply of the hydraulic pressure from the oil pump 10 to the variator 20 is restricted, an abnormal operation of the switching unit 250 occurs.
- the vehicle can be started by supplying hydraulic pressure to the variator 20.
- the orifice 254 is formed in the bypass oil passage 253, the supply of hydraulic pressure from the bypass oil passage 253 to the variator 20 is restricted, and the first transmission capacity of the auxiliary transmission mechanism 30 can be quickly raised. Thus, it is possible to prevent a delay in acceleration when the driving force source is restarted.
- valve body 251 is formed with a notch for supplying hydraulic pressure even when the supply of hydraulic pressure from the oil pump 10 to the variator 20 is interrupted, even when an operation abnormality of the switching section 250 occurs.
- the vehicle can be started by supplying hydraulic pressure to the variator 20.
- the present invention is not limited thereto.
- the present invention can be applied to a case where switching from a non-traveling range to a traveling range is performed in a coast stop, an idle stop, or a situation where the drive source is not automatically stopped. That is, when the non-traveling range (for example, N or P) is switched to the traveling range (for example, D or R), the hydraulic pressure is preferentially supplied to the frictional engagement element of the subtransmission mechanism 30, thereby It is possible to prevent a delay in acceleration during restart.
- the non-traveling range for example, N or P
- the traveling range for example, D or R
- the switching valve 250 is provided at the branching portion that branches from the oil pump 10 that is a hydraulic power source to the variator 20 and the auxiliary transmission mechanism 30, but is not limited thereto.
- the switching valve 250 can perform the above-described control by closing and opening the primary pulley 23a and the secondary pulley 23b.
- auxiliary transmission mechanism 30 is connected in series at the subsequent stage of the variator 20
- the present invention is not limited to this.
- an auxiliary transmission mechanism may be provided in the front stage of the variator 20.
- a forward clutch may be used in which power transmission is interrupted by a friction engagement element.
- the variator 20 includes a belt-type continuously variable transmission mechanism.
- the variator 20 is a continuously variable transmission mechanism in which a chain is wound around pulleys 21 and 22 instead of the V-belt 23. There 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.
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
Abstract
Description
(a):アクセルペダルから足が離されている(アクセル開度APO=0)
(b):ブレーキペダルが踏み込まれている(ブレーキセンサ47がON)
(c):車速が所定の低車速(例えば、15km/h)以下
(d):ロックアップクラッチが解放されている
Claims (5)
- 駆動力源と、
前記駆動力源の駆動力により油圧を発生する油圧源と、
前記駆動力源に連結されると共に前記油圧源からの油圧に応じて動力伝達量が調整され、かつ、前記油圧源からの油圧による動力伝達容量を減少させるように作用する第1メカニカル付勢機構を備えた第1動力伝達部と、
前記駆動力源と前記第1動力伝達部との動力伝達経路に直列に連結されると共に前記油圧源からの油圧に応じて動力伝達容量が調整され、かつ、前記油圧源からの油圧による動力伝達容量を増加させるように作用する第2メカニカル付勢機構を備えた第2動力伝達部と、
を備えた変速機において、
前記第2動力伝達部に油圧を供給する油路には、前記第1動力伝達部に供給する油圧が所定値以上となるまで当該油路を閉鎖する開閉手段が設けられる
変速機の制御装置。 - 請求項1に記載の変速機の制御装置であって、
前記第1動力伝達部は、摩擦締結要素により動力を伝達する歯車式変速機構であり、
前記第2動力伝達部は、一組のプーリと、前記一組のプーリに巻掛けられて動力を伝達する動力伝達ベルトとを備える
変速機の制御装置。 - 請求項1又は2に記載の変速機の制御装置であって、
前記開閉手段は、
前記第1動力伝達部に供給される油圧を受けて前記油路を開放する方向に付勢される受圧面が形成された弁体と、
前記弁体を前記油路が閉塞される方向へ付勢する付勢部と、
を備える
変速機の制御装置。 - 請求項1から3のいずれか一つに記載の変速機の制御装置であって、
前記開閉手段には、前記開閉手段が開放状態となった場合の流量より少ない流量が流通可能なバイパス油路が設けられる
変速機の制御装置。 - 請求項4に記載の変速機の制御装置であって、
前記弁体には、前記バイパス油路が形成されている
変速機の制御装置。
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP13871829.1A EP2947354A1 (en) | 2013-01-16 | 2013-12-25 | Transmission control device |
CN201380070651.1A CN104937314A (zh) | 2013-01-16 | 2013-12-25 | 变速器的控制装置 |
US14/759,559 US20150345634A1 (en) | 2013-01-16 | 2013-12-25 | Control apparatus for transmission |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2013-005704 | 2013-01-16 | ||
JP2013005704A JP2014137099A (ja) | 2013-01-16 | 2013-01-16 | 変速機の制御装置 |
Publications (1)
Publication Number | Publication Date |
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WO2014112308A1 true WO2014112308A1 (ja) | 2014-07-24 |
Family
ID=51209410
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/JP2013/084716 WO2014112308A1 (ja) | 2013-01-16 | 2013-12-25 | 変速機の制御装置 |
Country Status (6)
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US (1) | US20150345634A1 (ja) |
EP (1) | EP2947354A1 (ja) |
JP (1) | JP2014137099A (ja) |
KR (1) | KR20150084981A (ja) |
CN (1) | CN104937314A (ja) |
WO (1) | WO2014112308A1 (ja) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
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JP6429697B2 (ja) * | 2015-03-26 | 2018-11-28 | ジヤトコ株式会社 | 車両用油圧制御装置 |
BE1023743B1 (nl) * | 2016-06-07 | 2017-07-07 | Punch Powertrain Nv | Continu variabele transmissiesysteem |
JP2019183938A (ja) * | 2018-04-07 | 2019-10-24 | 本田技研工業株式会社 | 車両の油圧制御装置 |
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2013
- 2013-01-16 JP JP2013005704A patent/JP2014137099A/ja not_active Ceased
- 2013-12-25 KR KR1020157015494A patent/KR20150084981A/ko not_active Application Discontinuation
- 2013-12-25 WO PCT/JP2013/084716 patent/WO2014112308A1/ja active Application Filing
- 2013-12-25 CN CN201380070651.1A patent/CN104937314A/zh active Pending
- 2013-12-25 US US14/759,559 patent/US20150345634A1/en not_active Abandoned
- 2013-12-25 EP EP13871829.1A patent/EP2947354A1/en not_active Withdrawn
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Also Published As
Publication number | Publication date |
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CN104937314A (zh) | 2015-09-23 |
KR20150084981A (ko) | 2015-07-22 |
JP2014137099A (ja) | 2014-07-28 |
US20150345634A1 (en) | 2015-12-03 |
EP2947354A1 (en) | 2015-11-25 |
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