WO2015133258A1 - 車両用無段変速機の制御装置 - Google Patents
車両用無段変速機の制御装置 Download PDFInfo
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- WO2015133258A1 WO2015133258A1 PCT/JP2015/054201 JP2015054201W WO2015133258A1 WO 2015133258 A1 WO2015133258 A1 WO 2015133258A1 JP 2015054201 W JP2015054201 W JP 2015054201W WO 2015133258 A1 WO2015133258 A1 WO 2015133258A1
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- pressure
- control
- road
- line pressure
- vehicle
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
- F16H61/66272—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members characterised by means for controlling the torque transmitting capability of the gearing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/60—Inputs being a function of ambient conditions
- F16H59/66—Road conditions, e.g. slope, slippery
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/68—Inputs being a function of gearing status
- F16H59/72—Inputs being a function of gearing status dependent on oil characteristics, e.g. temperature, viscosity
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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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
- F16H61/66254—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling
- F16H61/66259—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling using electrical or electronical sensing or control means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H9/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members
- F16H9/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion
- F16H9/04—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes
- F16H9/12—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members
- F16H9/16—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members using two pulleys, both built-up out of adjustable conical parts
- F16H9/18—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members using two pulleys, both built-up out of adjustable conical parts only one flange of each pulley being adjustable
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
- F16H61/66272—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members characterised by means for controlling the torque transmitting capability of the gearing
- F16H2061/66277—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members characterised by means for controlling the torque transmitting capability of the gearing by optimising the clamping force exerted on the endless flexible member
Definitions
- the present invention relates to a control device for a continuously variable transmission for a vehicle that uses hydraulic pressure to control a pinching force by a pulley against an annular belt such as a belt or a chain in accordance with road surface conditions.
- a continuously variable transmission for a vehicle using an annular belt body such as a belt or a chain
- hydraulic pressure is supplied to a primary pulley or a secondary pulley, and a clamping pressure is applied to the belt by this hydraulic pressure.
- Torque is transmitted using the frictional force generated by.
- Torque is input from the engine to such a continuously variable transmission, but torque is also input from the drive wheels depending on the road surface condition. For example, when traveling on a non-defective road such as a dirt road, the torque input from the drive wheels increases. For this reason, the frictional force is insufficient with respect to the transmission torque, and slippage may occur between the pulley and the belt.
- Patent Document 1 proposes a technique for preventing the belt from slipping by increasing the pinching pressure when the road surface state is determined to be an unfavorable road than when the road surface condition is determined to be a good road. ing. Specifically, the hydraulic pressure of the hydraulic oil supplied to the hydraulic actuator of the driven pulley (secondary pulley) is adjusted to obtain a required clamping pressure, and the hydraulic pressure supplied to the hydraulic actuator of the drive pulley (primary pulley) To adjust the gear ratio to be set.
- hydraulic pressure is generated by a mechanical oil pump driven by a traveling engine.
- the hydraulic oil supplied to the hydraulic actuator of each pulley of the continuously variable transmission for the vehicle is also discharged from the engine-driven oil pump.
- the inventors of the present invention have applied a technique for determining an unsatisfactory road in Patent Document 1 in a vehicular continuously variable transmission that supplies hydraulic oil to a hydraulic actuator of each pulley using an engine-driven oil pump as a hydraulic source.
- a technique for determining an unsatisfactory road in Patent Document 1 in a vehicular continuously variable transmission that supplies hydraulic oil to a hydraulic actuator of each pulley using an engine-driven oil pump as a hydraulic source.
- the present invention was devised to solve the above-described problems.
- the belt clamping pressure is increased to prevent the belt from slipping. It is an object of the present invention to provide a control device for a continuously variable transmission for a vehicle that can be suppressed.
- a control device for a continuously variable transmission for a vehicle is driven by a primary pulley connected to an output shaft side of a power plant, a secondary pulley connected to a drive wheel side, and the power plant,
- a control device for a continuously variable transmission for a vehicle comprising: an oil pump that supplies hydraulic oil to each pulley; and an annular belt spanned between the two pulleys, according to the running state of the vehicle, Shift control means for controlling the hydraulic pressure of hydraulic oil supplied to each pulley to control the gear ratio of the continuously variable transmission, line pressure control means for controlling the line pressure that is the original pressure of the hydraulic pressure, and the vehicle
- a road surface determination means for determining whether the road surface state on which the vehicle is traveling is a good road or a non-good road, and the shift control means is determined to be a non-good road determined by the road surface determination means.
- the line pressure control means and the line pressure up control condition including the time of the non-good road determination are satisfied, the line pressure is set to the line It is characterized by being higher than when the pressure-up control condition is not satisfied.
- the annular belt includes a belt and a chain.
- the line pressure up control condition includes that an input torque from the power plant to the primary pulley is a predetermined torque or more.
- the line pressure-up control condition includes that the rotation speed of the primary pulley is equal to or lower than a predetermined rotation speed.
- the line pressure increase control condition includes that the accelerator opening of the vehicle is equal to or less than a predetermined opening.
- the line pressure-up control condition includes that the vehicle speed of the vehicle is equal to or lower than a predetermined vehicle speed.
- the line pressure-up control condition includes that the oil temperature of the hydraulic oil is equal to or higher than a predetermined temperature.
- Rotational speed control means for performing rotational speed control so that the rotational speed of the primary pulley is equal to or higher than a set lower limit rotational speed when a rotational speed control condition including the determination of the poor road is satisfied. It is preferable to have (8) The rotational speed control means controls the transmission ratio to control the rotational speed of the primary pulley if the rotational speed of the primary pulley is lower than the lower limit rotational speed when the rotational speed control condition is satisfied. When the rotational speed of the primary pulley reaches the lower limit rotational speed, it is preferable to control the speed ratio to keep the rotational speed of the primary pulley at or above the lower limit rotational speed.
- the lower limit rotational speed is set based on a rotational speed at which the oil pump can supply the hydraulic oil necessary for controlling the transmission gear ratio of the vehicle continuously variable transmission to a target transmission gear ratio. Is preferred. (10) It is preferable that the lower limit rotational speed is set to a higher speed side as the oil temperature is higher according to the oil temperature of the hydraulic oil.
- the shift control means performs a good road corresponding control for controlling the oil pressure supplied to the secondary pulley to a corresponding oil pressure corresponding to an output torque of the power plant when the good road is determined.
- the non-good road correspondence control for making the clamping pressure by the secondary pulley higher than the corresponding pressure is performed, and the vehicle is controlled in both cases of the good road correspondence control and the non-good road correspondence control. It is preferable to control the hydraulic pressure supplied to the primary pulley to a balance pressure corresponding to the hydraulic pressure supplied to the secondary pulley so that the transmission gear ratio of the continuously variable transmission becomes the target transmission gear ratio.
- the hydraulic pressure of the hydraulic oil supplied to the pulley by the shift control means is higher when determining the non-defective path than when determining the good path.
- the frictional force between is increased.
- FIG. 1 is a configuration diagram illustrating a continuously variable transmission for a vehicle and a control device thereof according to an embodiment of the present invention. It is a figure explaining the control conditions of the line pressure control concerning one Embodiment of this invention, (a) shows what used the temperature (oil temperature) of hydraulic oil as a control condition parameter, (b) shows vehicle speed and accelerator.
- FIG. 6C shows the control condition parameter based on the rotation speed of the primary pulley and the engine torque. It is a time chart explaining the example of control by line pressure control concerning one embodiment of the present invention. It is a flowchart explaining the procedure of traveling path determination, gear shift control (clamping pressure control), primary pulley rotational speed control, line pressure up control condition determination, and line pressure control according to an embodiment of the present invention.
- FIG. 1 is a configuration diagram showing a continuously variable transmission for a vehicle and a control device thereof according to the present embodiment
- FIG. 2 is a diagram for explaining the control conditions of the line pressure control
- FIG. 3 is a diagram based on the line pressure control.
- FIG. 4 to FIG. 9 are flowcharts showing the respective controls. This will be described with reference to these drawings.
- the road surface is judged as “good road” or “non-good road”.
- “good road” mainly corresponds to a paved road paved with asphalt, concrete or the like, but also includes a road surface in which the road surface grip force is stabilized to a certain level or more even on an unpaved road.
- “Non-road” refers to all unpaved roads (so-called dirt roads) such as gravel roads, kuriishi roads, mud roads, etc., whose road surface grip is unstable.
- a vehicular continuously variable transmission (CVT) 1 includes a primary pulley 2 and a secondary pulley 3 arranged so that their V grooves 2v and 3v are aligned, and the pulleys 2 and 3
- a V-belt (annular band) 4 spanning the V-grooves 2v and 3v is provided.
- An engine (internal combustion engine) 5 as a power plant is arranged coaxially with the primary pulley 2, and a torque converter 6 including a lock-up clutch 6 c in order from the engine 5 side between the engine 5 and the primary pulley 2.
- a forward / reverse switching mechanism 7 is provided.
- the forward / reverse switching mechanism 7 includes a double pinion planetary gear set 7a as a main component, and its sun gear is coupled to the engine 5 via the torque converter 6 and the carrier is coupled to the primary pulley 2.
- the forward / reverse switching mechanism 7 further includes a forward clutch 7b that directly connects the sun gear and the carrier of the double pinion planetary gear set 7a, and a reverse brake 7c that fixes the ring gear.
- the rotation of the primary pulley 2 is transmitted to the secondary pulley 3 via the V-belt 4, and during this time, the gear is changed at a gear ratio according to the groove widths of the V grooves 2v and 3v of the primary pulley 2 and the secondary pulley 3. Further, the rotation of the secondary pulley 3 is transmitted to a drive wheel (not shown) via the output shaft 8, the gear set 9, and the differential gear device 10.
- V-grooves 2v and 3v are formed by opposing surfaces (sheave surfaces) of the fixed pulleys 2a and 3a and the movable pulleys 2b and 3b.
- the groove width of each V groove 2v, 3v is changed according to the axial movement of the movable pulleys 2c, 3c relative to the fixed pulleys 2a, 3a.
- the movable pulleys 2b and 3b are fixed pulleys by supplying a primary pulley pressure Ppri and a secondary pulley pressure Psec, which are hydraulic pressures of hydraulic oil created using the line pressure P L as an original pressure, to the primary pulley chamber 2c and the secondary pulley chamber 3c. It is urged toward 2a and 3a. As a result, the side surfaces of the V-belt 4 are clamped by the sheave surfaces of the fixed pulleys 2a, 3a and the movable pulleys 2b, 3b, and power is transmitted between the primary pulley 2 and the secondary pulley 3 by frictional force transmission between both surfaces.
- Ppri primary pulley pressure
- Psec secondary pulley pressure
- the control device adjusts the primary pulley pressure Ppri and the secondary pulley pressure Psec to give a difference in the clamping pressure (thrust) on the V-belt 4 by the primary pulley 2 and the secondary pulley 3. , 3 by changing the groove widths of the V grooves 2v and 3v and continuously changing the winding arc diameter of the V belt 4 around the pulleys 2 and 3 to achieve the target gear ratio. Since the secondary pulley 3 is provided with a spring 3d for generating a clamping pressure, the groove width of the V groove 3v of the secondary pulley 3 is reduced when the primary pulley pressure Ppri and the secondary pulley pressure Psec are not supplied. To the lowest state.
- an oil pump 11 In order to supply hydraulic oil (that is, ATF: Automatic Transmission Fluid) to the oil chambers of the primary pulley chamber 2c, the secondary pulley chamber 3c, the forward clutch 7b, and the reverse brake 7c, an oil pump 11, a transmission control hydraulic circuit 12, Is provided.
- the oil pump 11 is driven by the engine 5.
- the shift control hydraulic circuit 12 includes a regulator valve that regulates the line pressure, a shift control valve that regulates the primary pulley pressure Ppri, and a pressure-reducing valve that regulates the secondary pulley pressure Psec.
- the secondary pulley pressure Psec is controlled as the original pressure.
- a transmission ECU [Electric Control Unit] 20 and an engine ECU 30 described later are LSI devices in which a microprocessor, a ROM, a RAM, and the like are integrated.
- the transmission ECU 20 includes a signal from the primary pulley rotation sensor 13 that detects the rotation speed Npri of the primary pulley 2, a signal from the secondary pulley rotation sensor 14 that detects the rotation speed Nsec of the secondary pulley 3, and a secondary pulley pressure.
- the transmission ECU 20 supplies a road surface determination unit (road surface determination means) 21 that determines whether the road surface on which the vehicle is traveling is a good road or a non-good road and supplies the pulleys 2 and 3 to each other.
- a primary rotation control unit (rotation speed control unit) 23 that controls the rotation speed of the motor
- a line pressure control unit (line pressure control unit) 24 that controls the line pressure P L that is the original pressure of each hydraulic pressure. I have.
- the road surface determination unit 21 determines whether the road surface state is “good road” or “bad road (dirt road)” based on the slip state of the drive wheels.
- the road surface determination unit 21 is also referred to as a dirt determination unit from the point of determining a dirt road.
- each value of the rotational speed Ndw of the driving wheel and the rotational speed Nnw of the driven wheel is processed by a low-pass filter or the like to calculate a deviation. preferable.
- the determination of the bad road is maintained for a predetermined time, so that the occurrence of slippage of the V-belt 4 is more reliably prevented.
- the determination of the road surface condition is not limited to the method based on the difference in rotational speed between the driving wheel and the driven wheel as in this embodiment.
- a determination is made based on a high-frequency component due to road surface input of the output-side rotational speed of the transmission, or based on the presence or absence of a temporary sudden torque input from the drive wheels to the transmission.
- the method to do may be applied, and it may determine by combining various methods.
- the transmission control unit 22 controls the clamping pressure of the pulleys 2 and 3 by controlling the hydraulic pressure (primary pulley pressure Ppri and secondary pulley pressure Psec) of the hydraulic oil supplied to the pulleys 2 and 3.
- the shift control unit 22 is configured to perform normal shift control according to a good road at the time of a normal road determination, that is, a good road corresponding control unit (good road corresponding control means) 22a and a non-good at the time of a non-good road determination.
- a non-good road corresponding control unit (non-good road corresponding control means) 22b that performs shift control according to the road.
- the normal road correspondence control unit 22 a supplies the hydraulic pressure Psec of the secondary pulley 3 from the engine 5 at the normal time (during the good road determination).
- the hydraulic pressure (corresponding hydraulic pressure) corresponding to the input torque Te is set so that slippage between the secondary pulley 3 and the V belt 4 does not occur.
- the bad road corresponding control unit 22b sets the oil pressure of the secondary pulley 3 (secondary pulley pressure Psec) higher than the oil pressure (corresponding oil pressure) corresponding to the input torque Te from the engine 5.
- the reason for increasing the hydraulic pressure Psec of the secondary pulley 3 at the time of non-good road determination is that when driving on a non-good road, the driving wheel receives a reaction torque from the road surface, and this reaction torque is generated between the secondary pulley 3 and the V belt 4. In order to induce slip, the hydraulic pressure Psec is increased to increase the clamping pressure and suppress this.
- the clamping pressure of the secondary pulley 3 is a combination of the elastic force corresponding to the stroke of the spring 3d and the secondary pulley pressure Psec. Therefore, the transmission control unit 22 uses the elastic force of the spring 3d from the set clamping pressure. Is subtracted to calculate the clamping pressure due to the hydraulic pressure, and the secondary pulley pressure Psec corresponding to the calculated clamping pressure is calculated to mainly control the pressure reducing valve of the shift control hydraulic circuit 12.
- the transmission control unit 22 controls the vehicle continuously variable transmission 1 for the hydraulic pressure (primary pulley pressure Ppri) for adjusting the clamping pressure by the primary pulley 2 at any time (during a good road determination) or during a bad road determination.
- the clamping pressure of the primary pulley 2 is set, and the hydraulic pressure Ppri corresponding to this is set.
- the clamping pressure of the primary pulley 2 when shifting to the high gear ratio, the clamping pressure of the primary pulley 2 is made higher than the balance pressure corresponding to the clamping pressure of the secondary pulley 3, and when shifting to the low gear ratio, The clamping pressure of the primary pulley 2 is set lower than the balance pressure corresponding to the clamping pressure of the secondary pulley 3. Since the clamping pressure of the primary pulley 2 corresponds to the primary pulley pressure Ppri, the shift control unit 22 calculates the corresponding primary pulley pressure Ppri and mainly controls the shift control valve of the shift control hydraulic circuit 12.
- the primary rotation control unit 23 controls the rotation speed of the primary pulley 2 so that the rotation speed Npri of the primary pulley 2 becomes equal to or higher than the set lower limit rotation speed Npri0 when the rotation speed control condition is satisfied.
- the rotation speed control condition is that the road surface determination unit 21 determines that the road surface state is “non-good road”.
- the rotational speed Npri of the primary pulley 2 is always controlled to be equal to or higher than the lower limit rotational speed Npri0 when determining a non-good road.
- the rotation speed Npri of the primary pulley 2 is set to be equal to or higher than the lower limit rotation speed Npri0 when the non-good road is determined.
- the clamping pressure that is, the hydraulic pressure of the hydraulic oil supplied to the secondary pulley 3 is increased, so that the clamping pressure can be reliably increased. If the pinching pressure of the secondary pulley 3 cannot be reliably increased, oil vibration may be caused, and as described above, the gear ratio may be shifted to a higher side than the target gear ratio to cause control chattering. Therefore, the lower limit rotational speed of the primary pulley 2 is set based on the rotational speed at which the oil pump 11 can supply the hydraulic oil necessary for controlling the transmission gear ratio of the continuously variable transmission to the target transmission gear ratio. The discharge amount and discharge pressure of the hydraulic oil from the pump 11 can be secured.
- the hydraulic oil (ATF) has a lower oil viscosity as the oil temperature TMP is higher, and requires an oil amount to apply the hydraulic pressure to the primary pulley pressure Ppri and the secondary pulley pressure Psec.
- the rotational speed Npri0 is set based on the hydraulic oil temperature TMP. That is, as the oil temperature TMP of the hydraulic oil is higher, the lower limit rotational speed Npri0 is increased so that the amount of hydraulic oil discharged from the oil pump 11 is increased.
- the line pressure control unit 24 controls the line pressure P L which is the original pressure of the primary pulley pressure Ppri and the secondary pulley pressure Psec through a regulator valve in the transmission control hydraulic circuit 12.
- line pressure control unit 24 usually, the line pressure P L, so as to achieve the primary pulley pressure Ppri and secondary pulley pressure Psec, higher pressures of the primary pulley pressure Ppri and secondary pulley pressure Psec is set Set to a size that adds a margin to (required pulley pressure).
- the line pressure control unit 24 gradually decreases the line pressure P L in a direction in which the margin is reduced when a predetermined condition in which a change in the driving state of the vehicle is relatively gradual is satisfied.
- the same pressure control for example, if the necessary pulley pressure is the primary pulley pressure Ppri, the line pressure P L is controlled to coincide with the primary pulley pressure Ppri. If the required pulley pressure is the secondary pulley pressure Psec, the line pressure P L is controlled to coincide with the secondary pulley pressure Psec.
- either the speed change control valve or the pressure reducing valve can be fully opened to suppress the flow resistance, so that the pump driving load of the engine 5 can be reduced and the fuel consumption can be improved.
- the line pressure P L is set to a margin of the normal time (when the line pressure up control condition is not satisfied) with respect to the necessary pulley pressure.
- the line pressure up control is set by adding more than the cost. The reason why the line pressure P L is made higher is that if the line pressure P L is low at the time of determining a non-defective road, oil vibration is likely to occur, and this is avoided or suppressed.
- the line pressure increase control conditions are as follows: the hydraulic oil temperature TMP input from the oil temperature sensor 18, the vehicle speed V based on the driven wheel rotation speed Nnw input from the driven wheel rotation sensor 19b, and the accelerator operation amount sensor 16.
- the input torque Te based on the fuel injection time and the like.
- the oil temperature TMP, the vehicle speed V, the accelerator pedal operation amount APO, the primary pulley rotational speed Npri, and the engine input torque Te which are parameters relating to these control condition determinations, all correlate with the ease of oil vibration.
- FIG. 2 is a map for explaining determination conditions regarding such oil temperature TMP, vehicle speed V, accelerator pedal operation amount APO, primary pulley rotational speed Npri, and engine input torque Te.
- the oil temperature TMP as shown in FIG. 2 (a), the temperature range TMP 1 to TMP 2 corresponding to the normal use range of the hydraulic oil is set as a formation region in which the line pressure increase control is performed.
- the vehicle speed V and the accelerator pedal operation amount APO are defined as regions where the vehicle speeds V 2 to V 3 and the operation amounts APO 2 to APO 3 are subjected to line pressure increase control.
- the regions of the vehicle speeds V 1 to V 2 and V 3 to V 4 and the regions of the manipulated variables APO 1 to APO 2 and APO 3 to APO 4 are defined as holding regions (Keep regions).
- the primary pulley rotational speed Npri and the engine input torque Te are defined as a region where the rotational speeds Npri 2 to Npri 3 and a range where the torques Te 2 to Te 3 perform line pressure up control.
- the regions of the rotational speeds Npri 1 to Npri 2 , Npri 3 to Npri 4 , and the regions of torque Te 1 to Te 2 , Te 3 to Te 4 are set as the holding region (Keep region).
- the holding region the line pressure up control state is held if the previous region is the establishment region of the line pressure up control, and the state in which the line pressure up control is not performed is held if the previous region is the non-establishment region.
- the vehicle speed V 1 , the operation amount APO 1 , the rotation speed Npri 1 , and the torque Te 1 are set to substantially zero or a very close minimum value. In this case, if each becomes 0, it may be configured to be determined as a non-established region.
- the line pressure control unit 24 is provided with a line pressure up control condition determination unit 24a.
- a situation where oil vibration is likely to be caused is determined in two stages. If any one of the determination parameters of the oil temperature TMP, the vehicle speed V, the accelerator pedal operation amount APO, the primary pulley rotation speed Npri, and the engine input torque Te is within the establishment range of the line pressure up control, the condition I (the generation level is low) Is increased), the line pressure is increased by the first up amount. Further, if all of the determination parameters are in the establishment area of the line pressure up control, it is determined that the condition II (highly likely to cause oil vibration) is established, and the line pressure is increased by a second up amount larger than the first up amount. Raise.
- the line pressure control unit 24 can perform the line pressure control smoothly. At the start of the line pressure increase control, the line pressure is increased by limiting the line pressure to a constant rate of change. At the end, the line pressure is limited to a constant rate of change and lowered. Further, in the line pressure control unit 24, when the non-defective road determination is determined during the same pressure control, the same pressure control is immediately terminated, and the line pressure P L is increased by adding a normal margin to the necessary pulley pressure. At this time or after this, if the line pressure increasing condition is satisfied, the line pressure P L is set to a value obtained by adding the margin allowance larger than the usual allowance to the required pulley pressure.
- each control is performed as follows. That is, as shown in FIG. 4, during the traveling of the vehicle, the road surface determination unit 21 determines whether the road surface state is “good road” or “non-good road” based on the slip state of the drive wheels. (Step S10).
- the shift control unit 22 controls the primary pulley pressure Ppri and the secondary pulley pressure Psec, thereby controlling the clamping pressure by the primary pulley 2 and the clamping pressure by the secondary pulley 3 (step S20).
- the primary rotation control unit 23 changes the speed ratio so that the rotation speed Npri of the primary pulley 2 is equal to or higher than the lower limit rotation speed Npri0. Control (step S30).
- the line pressure up control condition determination unit 24a satisfies the line pressure up control condition based on the determination parameters such as the oil temperature TMP, the vehicle speed V, the accelerator pedal operation amount APO, the primary pulley rotation speed Npri, and the engine input torque Te. It is determined whether or not (step S40). Then, the line pressure control unit 24 controls the line pressure P L in consideration of the judgment result of the line pressure up control condition determination unit 24a (step S50).
- the road surface state determination by the road surface determination unit 21 first determines whether or not the non-good road determination flag (dirt determination flag) F1 is 0 (step S11).
- the non-good road determination flag F1 is 1 when it is determined as a non-good road, and 0 when it is determined as a good road.
- the rotational speed Ndw of the driving wheel and the rotational speed Nnw of the driven wheel are read based on each sensor information (step S12), and the rotational speed Ndw of the driving wheel is determined.
- the deviation (Ndw ⁇ Nnw) from the rotational speed Nnw of the driven wheel is compared with a preset criterion value ⁇ N (step S13).
- step S14 If the deviation (Ndw ⁇ Nnw) is greater than or equal to the determination reference value ⁇ N, it is determined that the road is “bad” and the bad road determination flag F1 is set to 1 (step S14). Then, timer counting is started (step S15), and the timer count value Tc is compared with a predetermined value Tc1 (step S14).
- the predetermined value Tc1 corresponds to a predetermined time for holding the non-defective road determination.
- the non-defective road determination flag F1 is reset to 0, and the road surface condition is determined by reading the rotational speed Ndw of the driving wheel and the rotational speed Nnw of the driven wheel again.
- the holding pressure Fsec of the secondary pulley 3 is set to a value obtained by adding a predetermined amount Fsec 1 to the holding pressure Fsec 0 corresponding to the input torque Te. (Step S24). On the other hand, if the non-good road determination flag F1 is not 1, that is, at the time of good road determination, the holding pressure Fsec of the secondary pulley 3 is set to the holding pressure Fsec 0 corresponding to the input torque Te (step S25). Then, the secondary pulley pressure Psec is controlled according to the set clamping pressure Fsec (step S26).
- step S31 the control of the rotation speed Npri of the primary pulley 2 by the primary rotation control unit 23 determines whether or not the non-good road determination flag F1 is 1 (step S31), and the non-good road determination flag F1 is if 1, that is, at the time of non-smooth road determination, reads the rotational speed Npri of the oil temperature TMP and the primary pulley 2 of the working oil (step S32), the lower limit rotation speed Npri 0 based on the oil temperature TMP of the hydraulic oil Set (step S33).
- step S34 it is determined whether the rotation speed Npri of the primary pulley 2 is less than the lower limit rotation speed Npri 0 (step S34). If the rotation speed Npri is less than the lower limit rotation speed Npri 0 , the rotation speed Npri of the primary pulley 2 is the lower limit rotation. The ramp is increased to reach the speed Npri 0 . That is, the target value Npric of the rotation speed of the primary pulley 2 is set larger by the predetermined value ⁇ Npri than the current value Npri (step S35). The control of the primary pulley 2 to the rotational speed target value Npri c is carried out by control for downshift the transmission ratio to the low side (step S36).
- the line pressure up control condition determining unit 24a takes in information on determination parameters of the oil temperature TMP, the vehicle speed V, the accelerator pedal operation amount APO, the primary pulley rotational speed Npri, and the engine input torque Te (step). S41), it is determined whether any part of the determination parameter satisfies the control condition of the line pressure up control, that is, whether the control condition I is satisfied (step S42). If this condition is satisfied, it is determined whether or not all of the determination parameters satisfy the control condition of the line pressure up control, that is, whether or not the condition II of the control condition is satisfied (step S43). From these determinations, it is determined whether the condition I of the control condition is satisfied, the condition II is satisfied, or neither is satisfied.
- a value ( P LB + P1) obtained by adding the reference line pressure P LB by the first correction amount P1, which is a small correction amount, is set as the target line pressure P LOS1 and the line pressure P L is set to the target value. It approaches P LOS1 (step S54). If neither condition I nor condition II is satisfied, the reference line pressure P LB is set to the line pressure P L (step S55). Then, the line pressure P L control is performed.
- FIG. 3 is a time chart showing an example of line pressure control.
- F1 is a non-defective road determination flag
- F2 is a determination flag for condition II of the line pressure up control condition.
- condition I of the line pressure up control condition is satisfied at the same time as the bad road determination at the time point t 1 .
- a non-defective road determination is made during the execution of the same pressure control.
- the line pressure P L is lowered to the target line pressure P LOS1 with a gentle gradient (see symbol R3).
- the clamping pressure by the secondary pulley 3 is set to an appropriate magnitude according to the input torque Te from the engine 5, that is, the load of the oil pump 11, that is, The engine load is suppressed, and the fuel efficiency of the engine 5 is improved.
- the clamping pressure by the secondary pulley 3 is set higher than the corresponding clamping pressure according to the input torque Te from the engine 5, even if the driving wheel receives the reaction torque from the road surface, the secondary pulley Slip between 3 and the V-belt 4 is avoided.
- the line pressure increase control in a situation where there is a possibility of causing oil vibration because there is no margin in the line pressure, a margin is given to the line pressure by an increase in the line pressure, and the secondary pulley 3 of the transmission control unit 22
- the control for increasing the clamping pressure can be performed reliably, and the occurrence of oil vibration caused by the insufficient line pressure can be prevented or suppressed.
- the line pressure may be insufficient by using determination parameters correlated with the occurrence of oil vibrations such as oil temperature TMP, vehicle speed V, accelerator pedal operation amount APO, primary pulley rotation speed Npri, and engine input torque Te. Therefore, the increase in the line pressure can be appropriately performed only when it is really necessary. Thereby, generation
- the line pressure is determined in two stages: a condition I with a relatively low possibility of causing oil vibration and a relatively low level I and a condition II with a possibility of causing oil vibration and a relatively high level of occurrence. Since the increase is performed in two stages, the line pressure can be increased more appropriately, and the belt slip can be avoided when driving on rough roads while suppressing the deterioration of fuel consumption more reliably. Moreover, generation
- both the control for increasing the rotation speed of the primary pulley to the lower limit value and the line pressure up control are performed together, but only by the control for increasing the rotation speed of the primary pulley to the lower limit value or more.
- the occurrence of oil vibration and control chattering can be suppressed, and the case where the occurrence of oil immersion and control chattering can be suppressed only by the line pressure increase control is also assumed. Therefore, it is also effective to carry out these controls alone.
- V belt 4 is used as the torque transmission member that transmits torque between the pulleys 2 and 3, but the torque transmission member is not limited to the belt, and a chain or the like may be applied.
- the engine was illustrated as a power plant in the said embodiment, a power plant is not restricted to this, An electric motor etc. may be sufficient.
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Abstract
Description
(3)前記ライン圧アップ制御条件は、前記プライマリプーリの回転速度が所定回転速度以下であることを含んでいることが好ましい。
(5)前記ライン圧アップ制御条件は、前記車両の車速が所定車速以下であることを含んでいることが好ましい。
(6)前記ライン圧アップ制御条件は、前記作動油の油温が所定温度以上であることを含んでいることが好ましい。
(8)前記回転速度制御手段は、前記回転速度制御条件の成立時において、前記プライマリプーリの回転速度が前記下限回転速度よりも低ければ、前記変速比を制御して前記プライマリプーリの回転速度を上昇させ、前記プライマリプーリの回転速度が前記下限回転速度に達したら、前記変速比を制御して前記プライマリプーリの回転速度を前記下限回転速度以上に保持することが好ましい。
(10)前記下限回転速度は、前記作動油の油温に応じて油温が高いほど高速側に設定されることが好ましい。
図1は本実施形態にかかる車両用無段変速機及びその制御装置を示す構成図であり、図2はそのライン圧制御の制御条件を説明する図であり、図3はそのライン圧制御による制御例を示すタイムチャートであり、図4~図9はその各制御を示すフローチャートである。これらの図を参照して説明する。
〔1-1.車両用無段変速機〕
まず、本実施形態にかかる車両用無段変速機を説明する。図1に示すように、車両用無段変速機(CVT)1は、それぞれのV溝2v,3vが整列するよう配設されたプライマリプーリ2及びセカンダリプーリ3と、これらのプーリ2,3のV溝2v,3vに掛け渡されたVベルト(環状帯体)4とをそなえている。プライマリプーリ2と同軸にパワープラントとしてのエンジン(内燃機関)5が配置され、エンジン5とプライマリプーリ2との間には、エンジン5の側から順に、ロックアップクラッチ6cを備えたトルクコンバータ6,前後進切換え機構7が設けられている。
変速に際しては、本制御装置によって、プライマリプーリ圧Ppri及びセカンダリプーリ圧Psecを調整して、プライマリプーリ2及びセカンダリプーリ3によるVベルト4に対する挟圧力(推力)に差を与えることで、両プーリ2,3のV溝2v,3vの溝幅を変化させ、プーリ2,3に対するVベルト4の巻き掛け円弧径を連続的に変化させることで目標変速比を実現する。なお、セカンダリプーリ3には挟圧力を発生するスプリング3dが設けられているので、プライマリプーリ圧Ppri及びセカンダリプーリ圧Psecが供給されない場合には、セカンダリプーリ3のV溝3vの溝幅が縮小して最ロー状態になる。
ただし、油温TMPが過剰に高い場合は、作動油保護の観点から別の制御が必要になり、ライン圧アップ制御は実施しない。
油温TMPについては、図2(a)に示すように、作動油の通常使用範囲に相当する温度域TMP1~TMP2の範囲がライン圧アップ制御を実施する成立領域とされる。
また、ライン圧制御部24では、上記の同圧制御時に非良路判定が判定されると同圧制御は即時に終了し、ライン圧PLを必要プーリ圧に通常の余裕代を上乗せした大きさに設定し、このとき或いはこの後、ライン圧アップ条件が成立すれば、ライン圧PLを必要プーリ圧に通常の余裕代よりも大きな余裕代を上乗せした大きさに設定する。
〔2-1.制御手順の概要〕
本実施形態にかかる車両用無段変速機及びその制御装置は、上述のように構成されるので、以下のように、各制御が実施される。
つまり、図4に示すように、車両の走行中に、路面判定部21が、駆動輪のスリップ状態に基づいて路面状態が「良路」であるか「非良路」であるかを判定する(ステップS10)。
さらに各制御を説明する。
〔2-2-1.路面判定〕
路面判定部21による路面状態の判定は、図5に示すように、まず、非良路判定フラグ(ダート判定フラグ)F1が0であるかを判定する(ステップS11)。非良路判定フラグF1は非良路と判定されると1、良路と判定されると0とされる。
タイマカウント値Tcが所定値Tc以上になったら、非良路判定フラグF1を0にリセットし、再び、駆動輪の回転速度Ndwと従動輪の回転速度Nnwとを読み込んで路面状態を判定する。
変速制御部22による変速制御に関するセカンダリプーリ3の油圧制御による挟圧力制御は、図6に示すように、エンジン5からの入力トルクTeを読み込んで(ステップS21)、この入力トルクTeに応じてセカンダリプーリ3の挟圧力Fsec0を設定し(ステップS22)、非良路判定フラグF1が1であるかを判定する(ステップS23)。
そして、設定した挟圧力Fsecに応じてセカンダリプーリ圧Psecを制御する(ステップS26)。
プライマリ回転制御部23によるプライマリプーリ2の回転速度Npriの制御は、図7に示すように、非良路判定フラグF1が1であるかを判定し(ステップS31)、非良路判定フラグF1が1であれば、つまり、非良路判定時には、作動油の油温TMP及びプライマリプーリ2の回転速度Npriを読み込んで(ステップS32)、下限回転速度Npri0を作動油の油温TMPに基づいて設定する(ステップS33)。
ライン圧アップ制御条件判定部24aでは、図8に示すように、油温TMP,車速V,アクセルペダル操作量APO,プライマリプーリ回転速度Npri,エンジン入力トルクTeの判定パラメータの情報を取り込んで(ステップS41)、判定パラメータの何れか一部がライン圧アップ制御の制御条件を満たすか、つまり、制御条件の条件Iが成立したかを判定する(ステップS42)。これを満たせば、判定パラメータの全てがライン圧アップ制御の制御条件を満たすか、つまり、制御条件の条件IIが成立したかを判定する(ステップS43)。これらの判定から制御条件の条件Iの成立,条件IIの成立又は何れも成立しないかが判定される。
ライン圧制御部24では、これらの判定結果から、図9に示すように、条件Iの成立,条件IIの成立の有無を判定し(ステップS51,S52),条件IIが成立すれば、基準のライン圧PLBを大きな補正量である第2アップ量P2だけ加算した値(=PLB+P1)を目標ライン圧PLOS2に設定しライン圧PLを目標値PLOS2に近づける(ステップS53)。条件Iが成立すれば、基準のライン圧PLBを小さな補正量である第1アップ量P1だけ加算した値(=PLB+P1)を目標ライン圧PLOS1に設定しライン圧PLを目標値PLOS1に近づける(ステップS54)。条件I,条件IIの何れも成立しなければ、基準のライン圧PLBをライン圧PLに設定する(ステップS55)。
そして、ライン圧PL制御を実施する。
図3はライン圧制御の一例を示すタイムチャートであり、図3において、F1は非良路判定フラグであり、F2はライン圧アップ制御条件の条件IIの判定フラグである。なお、この例では、時点t1における非良路判定と同時に、ライン圧アップ制御条件の条件Iが成立したものとする。また、同圧制御の実施中に非良路判定がなされたものとする。
ただし、ここでは、非良路判定と同時にライン圧アップ制御条件の条件Iが成立するので、基準のライン圧PLBに第1アップ量P1だけ加算した値(=PLB+P1)を目標のライン圧PLOS1に設定する。また、実線で示すように通常時と同様の所定の傾き(符号R0参照)の増加制御によってライン圧PLが基準のライン圧PLBに達した後は傾きを緩やかにして(符号R1参照)目標のライン圧PLOS1に上昇させる。
このように、ライン圧PLが高い場合ほど、ライン圧PLを緩やかに増減させることにより、ライン圧PLの変化がこれを用いた油圧制御に悪影響を及ぼすことが回避される。
〔2-4.各制御の効果〕
以上、本発明の実施形態を説明したが、本発明はかかる実施形態に限定されるものではなく、上記の実施形態を適宜変形したり、一部を採用したりして実施することができる。
路面状態の判定も、駆動輪と従動輪との回転速度差に基づく手法を例示したが、その他の既存の種々の技術を適用することができる。
また、上記実施形態では、パワープラントとしてエンジンを例示したが、パワープラントはこれに限るものでなく、電動モータ等であっても良い。
Claims (11)
- パワープラントの出力軸側に接続されたプライマリプーリと、
駆動輪側に接続されたセカンダリプーリと、
前記パワープラントで駆動され、前記各プーリに作動油を供給するオイルポンプと、
前記両プーリに架け渡された環状帯体と、
を備えた車両用無段変速機の制御装置であって、
車両の走行状態に応じて、前記各プーリに供給する作動油の油圧を制御して、前記無段変速機の変速比を制御する変速制御手段と、
前記油圧の元圧となるライン圧を制御するライン圧制御手段と、
前記車両が走行している路面状態が良路であるか非良路であるかを判定する路面判定手段と、
前記変速制御手段は、前記路面判定手段により非良路であると判定された非良路判定時には、良路と判定された良路判定時よりも前記油圧を高くする非良路対応制御を実施し、
前記ライン圧制御手段と、前記非良路判定時であることを含むライン圧アップ制御条件の成立時に、前記ライン圧を前記ライン圧アップ制御条件の非成立時よりも高くする
ことを特徴とする車両用無段変速機の制御装置。 - 前記ライン圧アップ制御条件は、前記プライマリプーリへの前記パワープラントからの入力トルクが所定トルク以上であることを含んでいる
ことを特徴とする請求項1記載の車両用無段変速機の制御装置。 - 前記ライン圧アップ制御条件は、前記プライマリプーリの回転速度が所定回転速度以下であることを含んでいる
ことを特徴とする請求項1又は2記載の車両用無段変速機の制御装置。 - 前記ライン圧アップ制御条件は、前記車両のアクセル開度が所定開度以下であることを含んでいる
ことを特徴とする請求項1~3の何れか1項に記載の車両用無段変速機の制御装置。 - 前記ライン圧アップ制御条件は、前記車両の車速が所定車速以下であることを含んでいる
ことを特徴とする請求項1~4の何れか1項に記載の車両用無段変速機の制御装置。 - 前記ライン圧アップ制御条件は、前記作動油の油温が所定温度以上であることを含んでいる
ことを特徴とする請求項1~5の何れか1項に記載の車両用無段変速機の制御装置。 - 前記非良路判定時であることを含む回転速度制御条件の成立時に、前記プライマリプーリの回転速度が設定された下限回転速度以上になるように回転速度制御を実施する回転速度制御手段と、をそなえている
ことを特徴とする請求項1~6の何れか1項に記載の車両用無段変速機の制御装置。 - 前記回転速度制御手段は、前記回転速度制御条件の成立時において、前記プライマリプーリの回転速度が前記下限回転速度よりも低ければ、前記変速比を制御して前記プライマリプーリの回転速度を上昇させ、前記プライマリプーリの回転速度が前記下限回転速度に達したら、前記変速比を制御して前記プライマリプーリの回転速度を前記下限回転速度以上に保持する
ことを特徴とする請求項7記載の車両用無段変速機の制御装置。 - 前記下限回転速度は、前記車両用無段変速機の変速比を目標変速比へ制御するのに必要な前記作動油を前記オイルポンプが供給可能な回転速度に基づいて設定される
ことを特徴とする請求項7又は8記載の車両用無段変速機の制御装置。 - 前記下限回転速度は、前記作動油の油温に応じて油温が高いほど高速側に設定される
ことを特徴とする請求項7~9の何れか1項に記載の車両用無段変速機の制御装置。 - 前記変速制御手段は、
前記良路判定時には、前記セカンダリプーリに供給する前記油圧を前記パワープラントの出力トルクに応じた対応油圧に制御する良路対応制御を実施し、
前記非良路判定時には、前記セカンダリプーリによる前記挟圧力を前記対応圧力よりも高くする前記非良路対応制御を実施し、
前記良路対応制御及び前記非良路対応制御の何れの場合も、前記車両用無段変速機の変速比が目標変速比になるように、前記プライマリプーリに供給する前記油圧を、前記セカンダリプーリに供給する前記油圧に応じたバランス圧に制御する
ことを特徴とする請求項1~10の何れか1項に記載の車両用無段変速機の制御装置。
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US15/121,453 US10247304B2 (en) | 2014-03-03 | 2015-02-17 | Control device for continuously variable transmission for use in vehicles |
CN201580010419.8A CN106062434B (zh) | 2014-03-03 | 2015-02-17 | 车辆用无级变速器的控制装置 |
JP2016506407A JP6326484B2 (ja) | 2014-03-03 | 2015-02-17 | 車両用無段変速機の制御装置 |
EP15759281.7A EP3115652A4 (en) | 2014-03-03 | 2015-02-17 | Control device for continuously variable transmission for use in vehicles |
KR1020167022508A KR101873136B1 (ko) | 2014-03-03 | 2015-02-17 | 차량용 무단 변속기의 제어 장치 |
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US (1) | US10247304B2 (ja) |
EP (1) | EP3115652A4 (ja) |
JP (1) | JP6326484B2 (ja) |
KR (1) | KR101873136B1 (ja) |
CN (1) | CN106062434B (ja) |
WO (1) | WO2015133258A1 (ja) |
Cited By (2)
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WO2020032010A1 (ja) * | 2018-08-09 | 2020-02-13 | ジヤトコ株式会社 | 車両用無段変速機の制御装置及び車両用無段変速機の制御方法 |
WO2022149363A1 (ja) * | 2021-01-08 | 2022-07-14 | ジヤトコ株式会社 | 変速機の油圧制御回路、変速機の油圧制御方法、及びプログラム |
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JP6879196B2 (ja) * | 2017-12-27 | 2021-06-02 | トヨタ自動車株式会社 | 車両用動力伝達装置の制御装置 |
KR102532321B1 (ko) * | 2018-03-23 | 2023-05-15 | 현대자동차주식회사 | 무단변속기 차량의 풀리 제어방법 |
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- 2015-02-17 CN CN201580010419.8A patent/CN106062434B/zh active Active
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Also Published As
Publication number | Publication date |
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KR20160110488A (ko) | 2016-09-21 |
US20160363219A1 (en) | 2016-12-15 |
JP6326484B2 (ja) | 2018-05-16 |
CN106062434B (zh) | 2017-11-24 |
KR101873136B1 (ko) | 2018-06-29 |
CN106062434A (zh) | 2016-10-26 |
JPWO2015133258A1 (ja) | 2017-04-06 |
EP3115652A4 (en) | 2017-06-21 |
EP3115652A1 (en) | 2017-01-11 |
US10247304B2 (en) | 2019-04-02 |
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