WO2016006356A1 - 無段変速機の制御装置 - Google Patents
無段変速機の制御装置 Download PDFInfo
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- WO2016006356A1 WO2016006356A1 PCT/JP2015/065330 JP2015065330W WO2016006356A1 WO 2016006356 A1 WO2016006356 A1 WO 2016006356A1 JP 2015065330 W JP2015065330 W JP 2015065330W WO 2016006356 A1 WO2016006356 A1 WO 2016006356A1
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- pressure
- line pressure
- continuously variable
- variable transmission
- predetermined
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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
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the 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
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/48—Inputs being a function of acceleration
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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
- F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
- F16H59/54—Inputs being a function of the status of the machine, e.g. position of doors or safety belts dependent on signals from the brakes, e.g. parking brakes
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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
- F16H61/02—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
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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
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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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2312/00—Driving activities
- F16H2312/18—Strong or emergency braking
Definitions
- the present invention relates to a control device for a continuously variable transmission mounted on a vehicle.
- Patent Document 1 discloses a technique for preventing belt slippage by increasing the belt clamping pressure of the continuously variable transmission when the brake switch is turned on.
- This invention was made paying attention to the said subject, and it aims at providing the control apparatus of the continuously variable transmission which can suppress the discomfort given to a driver
- the control means for generating the clamping pressure and the control for increasing the line pressure when the line pressure is lower than the first predetermined pressure the line pressure is set to be higher than the first predetermined pressure.
- the control When the control is performed to increase the hydraulic pressure when the line pressure is lower than the first predetermined pressure, which is the pilot pressure, there may be a case where an oil vibration occurs with the hydraulic pressure increase command.
- the pilot valve eliminates excessive oil pressure of the fluctuating line pressure even if oil fluctuation occurs in the line pressure, and is stable. Can be supplied with the first predetermined pressure. Therefore, since the clamping pressure is generated based on the stable pilot pressure, it is possible to reduce the fluctuation of the control hydraulic pressure due to the oil vibration. Therefore, it is possible to prevent the oil vibrations from increasing with each other in the hydraulic circuit, and to suppress the uncomfortable feeling given to the driver.
- FIG. 1 is a system diagram illustrating a control device for a continuously variable transmission according to a first embodiment.
- FIG. FIG. 2 is a hydraulic circuit diagram schematically illustrating the inside of a control valve unit according to the first embodiment.
- 1 is a schematic diagram illustrating a configuration of a pilot valve of Example 1.
- FIG. 6 is a characteristic diagram illustrating a relationship among a line pressure, a pilot pressure, and a secondary pulley pressure in the continuously variable transmission according to the first embodiment.
- 4 is a time chart when oil vibration occurs when the vehicle runs while the line pressure is lower than a first predetermined pressure.
- FIG. 5 is a characteristic diagram showing a region where the natural frequency of the power train PT and the primary frequency of rotation of the tire resonate when oil vibration occurs when the line pressure is lower than a first predetermined pressure.
- 3 is a flowchart illustrating line pressure increase control according to the first embodiment.
- FIG. 1 is a system diagram illustrating a control device for a continuously variable transmission according to a first embodiment.
- the vehicle according to the first embodiment includes an engine 1 that is an internal combustion engine and a continuously variable transmission, and transmits a driving force to a tire 8 that is a drive wheel via a differential gear.
- a power transmission path connected from the belt type continuously variable transmission mechanism CVT to the tire 8 is collectively referred to as a power train PT.
- the continuously variable transmission includes a torque converter 2, an oil pump 3, a forward / reverse switching mechanism 4, and a belt type continuously variable transmission mechanism CVT.
- the torque converter 2 is connected to the engine 1 and connected to the pump impeller 2b that rotates integrally with the drive claw that drives the oil pump 3, and to the input side of the forward / reverse switching mechanism 4 (the input shaft of the belt-type continuously variable transmission mechanism CVT).
- a turbine runner 2c, and a lockup clutch 2a capable of integrally connecting the pump impeller 2b and the turbine runner 2c.
- the forward / reverse switching mechanism 4 includes a planetary gear mechanism and a plurality of clutches 4a, and switches between forward and reverse depending on the engagement state of the clutch 4a.
- the belt type continuously variable transmission mechanism CVT includes a primary pulley 5 connected to the output side of the forward / reverse switching mechanism 4 (input shaft of the continuously variable transmission), a secondary pulley 6 that rotates integrally with the drive wheels, and a primary pulley 5 And a belt 7 wound between the secondary pulley 6 and transmitting power, and a control valve unit 20 for supplying a control pressure to each hydraulic actuator.
- the control unit 10 includes a range position signal from the shift lever 11 that selects the range position by the driver's operation (hereinafter, the range position signal is described as P range, R range, N range, and D range, respectively), and an accelerator.
- Accelerator pedal opening signal (hereinafter referred to as APO) from the pedal opening sensor 12, brake pedal ON / OFF signal from the brake switch 17, and primary pulley pressure from the primary pulley pressure sensor 15 that detects the hydraulic pressure of the primary pulley 5
- a secondary pulley pressure signal from the secondary pulley pressure sensor 16 that detects the hydraulic pressure of the secondary pulley 6
- a primary rotational speed signal Npri from the primary pulley rotational speed sensor 13 that detects the rotational speed of the primary pulley 5, and the secondary pulley Secondary rotational speed signal from secondary pulley rotational speed sensor 14 that detects rotational speed of 6 Read and Nsec, the engine speed Ne from the engine speed sensor 15 for detecting the engine speed.
- the primary rotational speed signal Npri coincides
- the control unit 10 controls the engaged state of the clutch 4a according to the range position signal. Specifically, in the P range or N range, the clutch 4a is released, and in the R range, a control signal is output to the control valve unit 20 so that the forward / reverse switching mechanism 4 outputs reverse rotation, and the reverse clutch (Or brake). In the D range, a control signal is output to the control valve unit 20 so that the forward / reverse switching mechanism 4 integrally rotates and outputs a normal rotation, and the forward clutch 4a is engaged. Further, the vehicle speed VSP is calculated based on the secondary rotation speed Nsec.
- the control unit 10 there is set a shift map that can achieve the optimum fuel consumption state according to the driving state.
- a target gear ratio (corresponding to a predetermined gear ratio) is set based on the APO signal and the vehicle speed VSP on the basis of this shift map.
- the feedforward control is performed based on the target speed ratio, and the actual speed ratio is detected based on the primary speed signal Npri and the secondary speed signal Nsec, and the set target speed ratio and the actual speed ratio are determined.
- the target primary speed Npri * is calculated from the current vehicle speed VSP and the target gear ratio
- the turbine speed Nt (the engine speed when the lockup clutch 2a is engaged) is calculated as the target primary speed Npri *.
- the gear ratio is controlled so that
- a hydraulic pressure command for each pulley and an engagement pressure command for the lockup clutch 2a are output to the control valve unit 20 by feedback control, and each pulley hydraulic pressure and a lockup differential pressure for the lockup clutch 2a are controlled.
- the line pressure sensor is not particularly provided in the control valve unit 20, and when the line pressure is detected, the line pressure is detected from a command signal to the line pressure solenoid valve 30 described later.
- a line pressure sensor may be provided to detect the line pressure.
- the control unit 10 performs brake correction torque control for increasing the hydraulic pressure supplied to the secondary pulley 6 when the brake switch 17 is turned on.
- a secondary pulley pressure that is a minimum clamping pressure capable of preventing belt slippage is supplied for the purpose of improving fuel efficiency.
- the brake correction torque control is performed according to the inertia torque calculated based on the gear ratio when the brake switch 17 is turned on, a preset deceleration, and the engagement state of the lockup clutch.
- the clamping pressure is increased by increasing the hydraulic pressure supplied to the cylinder (the larger the preset deceleration is, the larger the hydraulic pressure increases).
- the hydraulic pressure and line pressure supplied to the primary pulley 5 also increase.
- FIG. 2 is a hydraulic circuit diagram schematically showing the inside of the control valve unit of the first embodiment.
- the pump pressure discharged from the oil pump 3 driven by the engine 1 is discharged to the oil passage 401 and adjusted to the line pressure by the pressure regulator valve 21.
- the oil passage 401 is supplied to each pulley as an original pressure of each pulley hydraulic pressure.
- a primary regulator valve 26 is connected to the oil passage 401 and is adjusted to a primary pulley pressure by the primary regulator valve 26.
- a secondary regulator valve 27 is connected to the oil passage 401 and is adjusted to a secondary pulley pressure by the secondary regulator valve 27.
- a pilot valve 25 is provided in the oil passage 402 branched from the oil passage 401, and a first predetermined pressure (corresponding to the predetermined pressure in claim 1) set in advance is generated from the line pressure to generate a pilot pressure oil passage 403. Output. Thereby, the original pressure of the signal pressure output from the solenoid valve mentioned later is generated.
- the line pressure is equal to or lower than the first predetermined pressure, the line pressure and the pilot pressure are output as the same pressure.
- the oil regulator 404 is connected to the pressure regulator valve 21, and the pressure is adjusted to the engagement pressure of the clutch 4a by the clutch regulator valve 22.
- a torque converter regulator valve 23 is connected to the oil passage 405, and is regulated to the converter pressure of the torque converter 2 by the torque converter regulator valve 23.
- a lockup valve 24 is connected to an oil passage 406 branched from the oil passage 405, and the lockup valve 24 regulates the lockup pressure of the lockup clutch 2a.
- the lockup clutch 2a is subjected to lockup control by a lockup differential pressure that is a differential pressure between the converter pressure and the lockup pressure.
- the pilot pressure oil passage 403 includes a line pressure solenoid valve 30 that controls the line pressure, a clutch pressure solenoid valve 31 that controls the clutch engagement pressure, a lockup solenoid valve 32 that controls the lockup pressure, and a primary pulley pressure.
- a primary solenoid valve 33 for controlling and a secondary solenoid valve 34 for controlling the secondary pulley pressure are provided.
- Each solenoid valve controls the energization state of the solenoid based on the control signal transmitted from the control unit 10, supplies the signal pressure to each valve using the pilot pressure as the original pressure, and controls the pressure regulation state of each valve.
- the pressure regulator valve 21 is a valve that regulates the highest hydraulic pressure discharged from the oil pump 3, and is therefore easily affected by pump pulsation.
- the spool that constitutes the pressure regulator valve 21 is designed with a valve diameter, inertia, etc. It may vibrate according to the specifications and the line pressure may vibrate (hereinafter referred to as oil vibration). Further, in accordance with the brake correction torque control, the line pressure may be changed stepwise from a low line pressure in order to increase the secondary pulley pressure. At this time, there is a case where the oil vibration is generated with the sudden change of the line pressure as a trigger. Also, since the line pressure is set according to the accelerator pedal opening APO, the line pressure is set low when the accelerator pedal opening APO is small, and the line pressure is set high when the accelerator pedal opening APO is large. .
- FIG. 3 is a schematic diagram showing the configuration of the pilot valve of the first embodiment.
- FIG. 3A shows an initial state before the hydraulic pressure is generated
- FIG. 3B shows a state at the time of pilot pressure adjustment.
- the pilot valve 25 includes a valve housing hole 251 formed in the control valve unit, a spool valve 250 housed in the valve housing hole 251, and a spring 250d that biases the spool valve 250 in one direction. .
- the spool valve 250 includes a first spool 250a formed with a feedback pressure land portion 250a1 that receives the hydraulic pressure supplied from the pilot pressure feedback circuit 255, a second spool 250b that adjusts the opening of the line pressure port 402a, and a pilot pressure.
- a third spool 250c for controlling the communication state between the port 403a and the drain port 253a.
- a spring 250d is housed between the bottom surface of the valve housing hole 251 and the third spool 250c, and is biased toward the pilot pressure feedback circuit 255 side.
- the spring 250d biases the spool valve 250 with a predetermined spring set load set in advance.
- a drain circuit 252 is connected to the valve housing hole 251 in which the spring 250d is housed.
- a drain circuit 254 is connected between the first spool 250a and the second spool 250b, and when the spool valve 250 moves, the volume change of the space between the second spool 250b and the valve housing hole 251 is changed. Allow. In this way, the drain circuit is connected to both sides of the spool valve 250, thereby ensuring a smooth operation of the spool valve 250.
- the spool valve 250 When the line pressure is less than the first predetermined pressure that is the maximum pilot pressure, the predetermined spring set load of the spring 250d cannot be overcome and the spool valve 250 does not operate. At this time, since the hydraulic pressure is directly supplied from the line pressure port 402a to the pilot pressure port 403a, the line pressure and the pilot pressure are the same. Next, when the line pressure is equal to or higher than the first predetermined pressure that is the maximum value of the pilot pressure, the spool valve 250 starts to operate as shown in FIG. Specifically, the force generated when the hydraulic pressure of the pilot pressure feedback circuit 255 acts on the feedback pressure land portion 250a1 exceeds a predetermined spring set load, and the spool valve 250 moves to the left (spring 250d side) in FIG. To do.
- the opening of the line pressure port 402a is narrowed by the second spool 250b, the line pressure is reduced by the orifice effect, and the hydraulic pressure supplied to the pilot pressure feedback circuit 255 is also reduced.
- the pilot pressure port 403a and the drain port 253a communicate with each other by the movement of the third spool 250c, and the line pressure supplied to become the pilot pressure is greatly reduced from the drain circuit 253. To do.
- the spool valve 250 is operated by the pilot pressure supplied from the feedback circuit 255, thereby adjusting the pilot pressure with the first predetermined pressure as the maximum value.
- FIG. 4 is a characteristic diagram showing the relationship among the line pressure, the pilot pressure, and the secondary pulley pressure in the continuously variable transmission according to the first embodiment.
- the horizontal axis represents the line pressure
- the vertical axis represents the oil pressure.
- the line pressure has a linear relationship.
- the pilot pressure is a hydraulic pressure adjusted using the line pressure as a source pressure
- the secondary pulley pressure is a hydraulic pressure adjusted using the line pressure as a source pressure.
- the line pressure is equal to the pilot pressure.
- the pilot pressure also vibrates together.
- the secondary solenoid valve 34 that regulates the line pressure to the secondary pulley pressure is affected by the oscillated pilot pressure. Accordingly, the signal pressure discharged from the secondary regulator valve 27 is also affected by the vibration of the pilot pressure, and is affected by oil vibration when controlling the secondary pulley pressure.
- the number of elements that vibrate in the control valve increases, and as a result, the oil vibration increases due to mutual interference in the control valve. End up.
- FIG. 5 is a time chart when oil vibration occurs when the vehicle runs while the line pressure is lower than the first predetermined pressure.
- the thick solid line is the tire rotation primary frequency
- the thin solid line is the natural frequency of the power train PT
- the thick dotted line is the oil vibration frequency
- the alternate long and short dash line is the power when the belt-type continuously variable transmission mechanism CVT is at the highest side.
- the natural frequency of the train PT and the two-dot chain line represent the natural frequency of the power train PT when the belt type continuously variable transmission mechanism CVT is at the lowest side.
- the tire rotation primary frequency represents a primary frequency that is easily recognized by the occupant among the rotation vibrations generated when the tire 8 rotates.
- the natural frequency of the power train PT represents the torsional natural frequency of an elastic system in which the power train PT transmits power to the tire 8 via a shaft or the like. This natural frequency indicates that the belt type continuously variable transmission mechanism CVT changes to the high frequency side if it is high, and changes to the low frequency side if it is low.
- the vibration of the line pressure affects the pilot pressure, and the oil vibration frequency (for example, the line pressure frequency) in the control valve, the tire rotation primary frequency, the natural frequency of the power train PT, and the resonance.
- the longitudinal acceleration vibration of the vehicle may be amplified. Therefore, in the first embodiment, the line pressure is increased when the brake switch 17 is ON, the line pressure is equal to or lower than the first predetermined pressure, and there is a possibility that resonance of various vibrations may occur.
- the intersection of the oil vibration frequency of the line pressure (indicated as CVT oil vibration frequency in FIG. 5) and the natural frequency of the power train PT is x1 (second running state), and the oil vibration frequency.
- X2 is the intersection of the tire rotation primary frequency and the tire rotation primary frequency
- the intersection of the natural frequency of the power train PT and the tire rotation primary frequency is x3 (the third driving state)
- the tire rotation primary frequency is the maximum.
- Let x4 be the intersection with the natural frequency at low and x5 be the intersection between the primary frequency of tire rotation and the natural frequency at the highest.
- the speed ratio of the belt-type continuously variable transmission mechanism CVT is the lowest based on the vehicle speed VSP and the accelerator pedal opening APO.
- Upshift from high to high With this upshift, the natural frequency of the power train PT increases, and with the increase of the vehicle speed VSP, the tire rotation primary frequency also increases.
- the longitudinal acceleration G starts to vibrate due to the influence of oil vibration.
- time t1 in the vicinity of the intersection x1, the natural frequency and the oil vibration frequency of the power train PT are likely to resonate, and longitudinal acceleration vibration is likely to occur.
- the tire rotation primary frequency and the oil vibration frequency are likely to resonate, and the natural frequency of the power train PT is also close to each other. Further, at time t3, near the intersection point x3, the tire rotation primary frequency and the natural frequency of the power train PT tend to resonate, and there is a possibility that resonance will occur with the oil vibration frequency.
- FIG. 6 is a characteristic diagram showing a region in which the natural frequency of the power train PT and the primary frequency of rotation of the tire resonate when oil vibration occurs when the line pressure is lower than the first predetermined pressure.
- VSP vehicle speed
- Npri * target primary rotational speed
- a traveling state having intersections x1, x2, and x3 that induce such resonance is specified by the region of the target primary rotational speed Npri * and the vehicle speed VSP, and when the brake switch 17 is ON, In the region where the target primary rotational speed Npri * and the vehicle speed VSP are obtained, the line pressure is increased to a predetermined pressure higher than the first predetermined pressure.
- the secondary pulley pressure is increased by brake correction torque control, even if an oil vibration occurs in the line pressure due to a sudden change in the line pressure, the line pressure becomes higher than the first predetermined pressure. Amplifying oil vibration due to interference can be eliminated, and resonance with other vibration components can be suppressed.
- the traveling state may be determined based on the traveling state including the intersection x4 and the intersection x5.
- the intersection points x4 and x5 can be determined by design specifications, and can cover all the regions where the natural frequency of the power train PT and the tire rotation primary frequency may resonate. The reason why resonance is caused by the relationship between the oil vibration frequency and the natural frequency of the power train PT and the primary tire rotation frequency is that it can be said that the region includes the intersection points x4 and x5.
- FIG. 7 is a flowchart showing the line pressure increase control according to the first embodiment.
- step S1 it is determined whether or not the brake switch 17 is ON. If it is determined to be ON, the process proceeds to step S2, and otherwise, the process proceeds to step S10.
- step S2 it is determined whether or not the target primary rotational speed Npri * is within a predetermined rotational speed range (N1 ⁇ Npri * ⁇ N2). If it is within the predetermined rotational speed range, the process proceeds to step S3. Otherwise, the process proceeds to step S6. Brake correction torque control for increasing the hydraulic pressure supplied to the secondary pulley 6 is performed. This predetermined rotation speed range is set based on the traveling state that is considered to include the above-described intersection points x1, x2, and x3.
- step S3 it is determined whether or not the vehicle speed VSP is within a predetermined vehicle speed range (VSP1 ⁇ VSP ⁇ VSP2). If it is within the predetermined vehicle speed range, the process proceeds to step S4. Otherwise, the process proceeds to step S6 and supplied to the secondary pulley 6. Brake correction torque control is performed to increase the hydraulic pressure.
- the predetermined vehicle speed range is set based on a traveling state that is considered to include the intersections x1, x2, and x3.
- step S4 it is determined whether or not the line pressure is equal to or lower than the first predetermined pressure. If the line pressure is equal to or lower than the first predetermined pressure, the process proceeds to step S5 to perform line pressure increase control. If the pressure is higher than the predetermined pressure, the process proceeds to step S6 to perform brake correction torque control for increasing the hydraulic pressure supplied to the secondary pulley 6.
- a value obtained by subtracting a pressure in consideration of the safety factor from the first predetermined pressure may be used, and there is no particular limitation.
- the first predetermined pressure is determined in advance according to the design specifications of the pilot valve 25, and the line pressure can be detected from the command signal to the line pressure solenoid 30, so that the command signal to the current line pressure solenoid 30 and Then, it is determined whether the line pressure is equal to or lower than the first predetermined pressure by comparing with a value corresponding to the first predetermined pressure stored in advance.
- the line pressure sensor signal may be used for comparison.
- the line pressure increase flag is set to ON.
- step S5 line pressure increase control is performed.
- brake correction torque control for increasing the secondary pulley pressure is also performed.
- the second predetermined pressure higher than the first predetermined pressure is compared with the target line pressure set by the brake correction torque control, and the line pressure is set to the higher (select high) hydraulic pressure.
- the second predetermined pressure a value obtained by adding a third predetermined pressure in consideration of the amplitude of oil vibration obtained in advance through experiments or the like to the first predetermined pressure is used. As a result, energy consumption can be suppressed without excessively increasing the line pressure while eliminating the influence of oil vibration on the pilot pressure, but the second predetermined pressure is used as the first predetermined pressure. Also good.
- the amplitude of the line pressure may be detected, and the second predetermined pressure may be set according to this amplitude.
- the minimum value of the line pressure with amplitude is detected, and the second predetermined pressure is set so that the minimum value does not fall below the first predetermined pressure.
- step S10 it is determined whether or not the line pressure increase flag is ON. If ON, the process proceeds to step S11. If OFF, the process proceeds to step S6, and brake correction torque control is performed to increase the hydraulic pressure supplied to the secondary pulley 6. Do.
- step S11 it is determined whether or not the target primary rotational speed Npri * is within a predetermined rotational speed range (N1 ⁇ Npri * ⁇ N2). If it is within the predetermined rotational speed range, the process proceeds to step S5 and continues line pressure increase control. Otherwise, the process proceeds to step S12. In step S12, it is determined whether or not the vehicle speed VSP is within a predetermined vehicle speed range (VSP1 ⁇ VSP ⁇ VSP2).
- step S5 If the vehicle speed VSP is within the predetermined opening range, the process proceeds to step S5, and the line pressure increase control is continued. Proceed to S13. In step S13, the line pressure increase flag is set to OFF, and the process proceeds to step S14 to perform normal line pressure control.
- the brake switch 17 when the brake switch 17 is ON and the line pressure is lower than the predetermined pilot pressure, in the traveling state that is considered to include the intersection points x1, x2, and x3, the oil pressure can be increased by increasing the line pressure. The influence of vibration can be eliminated. Thereby, it becomes possible to suppress resonance with the primary frequency of tire rotation and the natural frequency of the power train PT, and a stable fastening state can be maintained.
- An oil pump 3 for generating line pressure and a pressure regulator valve 21 (line pressure generating means);
- a pilot valve 25 for supplying a pilot pressure adjusted so as not to exceed the first predetermined pressure when the line pressure exceeds the first predetermined pressure;
- a control unit 10 control means for generating a pulley hydraulic pressure by controlling a solenoid valve with a pilot pressure;
- the pilot valve 25 since the line pressure is controlled to be higher than the first predetermined pressure, the pilot valve 25 has a relationship between the feedback hydraulic pressure and the spring 250d even if oil vibration occurs in the line pressure.
- the excessive hydraulic pressure that fluctuates based on the above can be eliminated, and the first predetermined pressure can be stably supplied. Therefore, since the other solenoid valve is controlled based on the stable pilot pressure, the fluctuation of the control hydraulic pressure of the other hydraulic actuator due to the oil vibration can be reduced. Therefore, it is possible to prevent the oil vibrations from increasing with each other in the hydraulic circuit, and to suppress the uncomfortable feeling given to the driver.
- the line pressure is increased in accordance with the deceleration of the vehicle, and the holding pressure of the pulley is increased.
- the clamping pressure is increased in a range lower than the first predetermined pressure
- the pilot pressure also vibrates, and the influence of the oil vibration on the clamping pressure affects the driver.
- the line pressure is set higher than the first predetermined pressure regardless of the increase in the line pressure due to the brake correction torque control. A sufficient pilot pressure can be secured. Therefore, it is possible to prevent the oil vibrations from increasing with each other in the hydraulic circuit, and to suppress the uncomfortable feeling given to the driver.
- the control unit 10 responds to the driving condition when the brake switch 17 is ON and the intersection x2 where the tire rotation primary frequency and the oil vibration frequency of the control valve coincide (first driving state).
- the line pressure set in the above is equal to or lower than the first predetermined pressure
- the line pressure is increased so as to be higher than the first predetermined pressure. Therefore, in the brake correction torque control, even if the line pressure is lower than the first predetermined pressure and the pilot pressure is the same as the line pressure, the primary rotational frequency of the tire and the control valve Since the line pressure becomes higher than the first predetermined pressure in the first traveling state where the oil vibration frequency matches, the line pressure can be made higher than the pilot pressure.
- the brake switch 17 is ON, the oil vibration frequency of the line pressure and the natural frequency of the power train PT (the torsional natural frequency between the continuously variable transmission and the tire) If the line pressure is equal to or lower than the first predetermined pressure at the coincident intersection x1 (second running state), the line pressure is increased to be higher than the first predetermined pressure. Therefore, even if oil fluctuation occurs in the line pressure due to an increase in the line pressure accompanied by brake correction torque control, the pilot pressure is not affected and the first predetermined pressure can be stably supplied. Resonance with the natural frequency of the train PT can be suppressed. Therefore, it is possible to suppress the driver from feeling uncomfortable due to fluctuations in longitudinal acceleration and the like while stably performing the brake correction torque control.
- the line pressure is the first.
- the line pressure is increased to be higher than the first predetermined pressure. Therefore, even if oil vibration occurs in the line pressure due to an increase in the line pressure accompanied by brake correction torque control, the pilot pressure is not affected, and the locked state of the lockup clutch 2a can be stably maintained. Even if resonance occurs between the primary rotational frequency of the tire and the natural frequency of the power train PT, the resonance between the resonance and the oil vibration frequency can be suppressed. Therefore, it is possible to suppress the driver from feeling uncomfortable due to fluctuations in longitudinal acceleration and the like while stably performing the brake correction torque control.
- the control unit 10 determines that the line pressure is below the first predetermined pressure. Was raised to be higher than the first predetermined pressure. Therefore, the running state can be specified with a simple configuration. In addition, not only the intersection point x2, but also a traveling state including the intersection points x1, x3, and further x4, x5 may be specified.
- the control unit 10 sets the line pressure to the first predetermined pressure when the line pressure is equal to or lower than the first predetermined pressure.
- the pressure was raised to be higher than the pressure. Therefore, the running state can be specified with a simple configuration.
- not only the intersection point x2, but also a traveling state including the intersection points x1, x3, and further x4, x5 may be specified.
- the region including the intersections x1, x2, and x3 is defined as the region of the target primary rotational speed Npri * and the vehicle speed VSP.
- the region including at least x1 may be defined, and the region including x1 and x2 May be defined.
- the spring 250d is set as the elastic body, but other elastic bodies such as a leaf spring and a resin may be used.
- the line pressure increase control when the resonance region is specified, is performed when both the target primary rotational speed Npri * condition and the vehicle speed VSP condition are satisfied. When it is established, line pressure increase control may be performed. In addition, when shifting from line pressure increase control to normal line pressure control, if both the target primary speed Npri * condition and the vehicle speed VSP condition are not satisfied, the line pressure control is shifted to normal line pressure control. However, it is also possible to shift to normal line pressure control when either condition is satisfied. In the first embodiment, when the resonance region is specified, the determination is made using the target primary rotation speed Npri *. However, the determination may be made using not only the target primary rotation speed Npri * but also the actual primary rotation speed Npri *.
- step S4 of the first embodiment the line pressure is compared with the first predetermined pressure.
- the target line pressure and the first predetermined pressure when the brake correction torque control is performed may be compared. . That is, when the brake switch 17 is ON and the brake correction torque control for increasing the secondary pulley pressure is performed, the line pressure increased by the brake correction torque control does not reach the first predetermined pressure. You may make it perform raise control. As a result, energy consumption can be suppressed without excessively increasing the line pressure while further eliminating the influence of oil vibration on the pilot pressure.
- the line pressure increase control is performed in the resonance region. However, the line pressure increase control may be performed simply based on the brake switch 17 being turned on.
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Abstract
Description
図1は実施例1の無段変速機の制御装置を表すシステム図である。実施例1の車両は、内燃機関であるエンジン1と、無段変速機とを有し、ディファレンシャルギヤを介して駆動輪であるタイヤ8に駆動力を伝達する。ベルト式無段変速機構CVTからタイヤ8へと接続する動力伝達経路を総称してパワートレーンPTと記載する。
時刻t1において、交点x1付近ではパワートレーンPTの固有振動数と油振振動数とが共振しやすく、前後加速度振動が生じやすい。
また、時刻t2において、交点x2付近ではタイヤ回転一次振動数と油振振動数とが共振しやすく、また、パワートレーンPTの固有振動数も近接していることから、それぞれが共振しやすい。
また、時刻t3において、交点x3付近ではタイヤ回転一次振動数とパワートレーンPTの固有振動数とが共振しやすく、その影響で油振振動数とも共振が起きるおそれがある。
ステップS1では、ブレーキスイッチ17がONか否かを判断し、ONと判断された場合はステップS2に進み、それ以外はステップS10に進む。
ステップS2では、目標プライマリ回転数Npri*が所定回転数範囲内(N1≦Npri*≦N2)か否かを判断し、所定回転数範囲内であればステップS3へ進み、それ以外はステップS6に進んでセカンダリプーリ6に供給する油圧を上昇させるブレーキ補正トルク制御を行う。この所定回転数範囲は、上述の交点x1、x2、x3が含まれると考えられる走行状態に基づいて設定される。尚、目標プライマリ回転数Npri*を用いるため、事前に共振領域を把握でき、より応答性の高いライン圧上昇制御を達成できる。
ステップS3では、車速VSPが所定車速範囲内(VSP1≦VSP≦VSP2)か否かを判断し、所定車速範囲内であればステップS4へ進み、それ以外はステップS6に進んでセカンダリプーリ6に供給する油圧を上昇させるブレーキ補正トルク制御を行う。この所定車速範囲は、上述の交点x1、x2、x3が含まれると考えられる走行状態に基づいて設定される。
ステップS41では、ライン圧上昇フラグをONにセットする。
ステップS11では、目標プライマリ回転数Npri*が所定回転数範囲内(N1≦Npri*≦N2)か否かを判断し、所定回転数範囲内であればステップS5へ進んでライン圧上昇制御を継続し、それ以外はステップS12に進む。
ステップS12では、車速VSPが所定車速範囲内(VSP1≦VSP≦VSP2)か否かを判断し、所定開度範囲内であればステップS5へ進んでライン圧上昇制御を継続し、それ以外はステップS13に進む。
ステップS13では、ライン圧上昇フラグをOFFにセットしてステップS14に進み、通常のライン圧制御を行う。
(1)プライマリプーリ5とセカンダリプーリ6の間にベルト7を巻装し、当該プライマリプーリ5とセカンダリプーリ6によるプーリ油圧(ベルト挟持圧)を制御して変速するベルト式無段変速機構CVTにおいて、
ライン圧を生成するオイルポンプ3及びプレッシャレギュレータバルブ21(ライン圧生成手段)と、
ライン圧が第1の所定圧を超えるときに第1の所定圧を超えないように調圧したパイロット圧を供給するパイロットバルブ25と、
パイロット圧によりソレノイドバルブを制御してプーリ油圧を生成するコントロールユニット10(制御手段)と、
ライン圧が第1の所定圧より低いときに、ライン圧を高くする制御を行うときは、ライン圧を第1の所定圧よりも高くなるように上昇させるステップS4及びS5(ライン圧増圧手段)と、を設けた。
ライン圧がパイロット圧より低い状態のときに、油圧を上昇させる指令を出力すると、油圧の変化をトリガーとしてライン圧に油振が生じる場合がある。このような場合、実施例1では、ライン圧を第1の所定圧より高くするように制御するため、ライン圧に油振が生じたとしても、パイロットバルブ25はフィードバック油圧とスプリング250dとの関係に基づいて変動する過剰な油圧を排除し、安定的に第1の所定圧を供給できる。よって、安定したパイロット圧に基づいて他のソレノイドバルブを制御するため、油振に伴う他の油圧アクチュエータの制御油圧の変動を低減できる。よって、油圧回路内で互いに油振を高めあうことを防止でき、運転者に与える違和感を抑制できる。
コントロールユニット10は、ライン圧が第1の所定圧より低いときに、ブレーキスイッチ17がONとなったときは、ライン圧を第1の所定圧よりも高くしてプーリの挟持圧を高くする。
よって、ライン圧の油振による影響を排除してベルトスリップを防止できる。
(3)コントロールユニット10は、ブレーキペダルが踏み込まれたことを検知したときは、車両の減速度に応じてライン圧を高くしてプーリの挟持圧を高くするブレーキ補正トルク制御を行うと共に、ブレーキ補正トルク制御により上昇させるライン圧が第1の所定圧よりも低い場合は、ライン圧を第1の所定圧よりも高くなるように上昇させることとした。
ブレーキ補正トルク制御が行われると、ベルトスリップ防止のため、車両の減速度に応じてライン圧を高くし、プーリの挟持圧を増大させる。このとき、第1の所定圧より低い範囲で挟持圧を増大させる場合、ライン圧に油振が発生すると、パイロット圧も振動し、挟持圧に油振の影響が及ぶことで運転者に違和感を与えるおそれがある。これに対し、実施例1では、ブレーキ補正トルク制御によるライン圧の上昇にかかわらず、ライン圧を第1所定圧よりも高くしているため、ライン圧に油振が発生しても、安定的なパイロット圧を確保できる。よって、油圧回路内で互いに油振を高めあうことを防止でき、運転者に与える違和感を抑制できる。
よって、ブレーキ補正トルク制御にあっては、第1の所定圧よりライン圧が低く、パイロット圧がライン圧と同じ圧力となるような場合であっても、タイヤの回転一次振動数とコントロールバルブの油振振動数とが一致する第1走行状態のときに、ライン圧が第1の所定圧より高くなるので、ライン圧をパイロット圧より高くすることができる。このため、ライン圧に油振が発生したとしてもパイロット圧に与える影響を少なくして、コントロールバルブ内で振動する要素を低減して、相互に干渉し油振が増幅するのを抑制することができる。これにより、タイヤの回転一次振動数とコントロールバルブの油振振動数とが一致しても、油振振動数とタイヤ一次振動数との共振を抑制できる。よって、安定的にブレーキ補正トルク制御を実施しつつ、運転者に車両の挙動変動等に伴う違和感を与えることを抑制できる。
よって、ブレーキ補正トルク制御を伴うライン圧の上昇によりライン圧に油振が発生したとしてもパイロット圧に影響を与えることがなく、安定的に第1の所定圧を供給することができるため、パワートレーンPTの固有振動数との共振を抑制できる。よって、安定的にブレーキ補正トルク制御を実施しつつ、運転者に前後加速度の変動等に伴う違和感を与えることを抑制できる。
よって、ブレーキ補正トルク制御を伴うライン圧の上昇によりライン圧に油振が発生したとしてもパイロット圧に影響を与えることがなく、ロックアップクラッチ2aの締結状態を安定的に維持することができるため、タイヤの一次回転振動数とパワートレーンPTの固有振動数との共振が生じたとしても、その共振と油振振動数との共振を抑制できる。よって、安定的にブレーキ補正トルク制御を実施しつつ、運転者に前後加速度の変動等に伴う違和感を与えることを抑制できる。
よって、簡易な構成で走行状態を特定できる。尚、交点x2に限らず、交点x1、x3、更にはx4、x5を含む走行状態を特定してもよい。
よって、簡易な構成で走行状態を特定できる。尚、交点x2に限らず、交点x1、x3、更にはx4、x5を含む走行状態を特定してもよい。
例えブレーキスイッチ17がOFFであり、ブレーキ補正トルク制御が終了する場合であっても、共振領域のときはライン圧低下に伴って油振が引き起こされる場合がある。そこで、共振領域にいる間はライン圧上昇制御を継続することで、運転者の違和感を抑制できる。また、共振領域から脱しているときは、共振の発生を回避しつつライン圧を低下させることができるため、運転者に違和感を与えることなく燃費の向上を図ることができる。
例えブレーキスイッチ17がOFFであり、ブレーキ補正トルク制御が終了する場合であっても、共振領域のときはライン圧低下に伴って油振が引き起こされる場合がある。そこで、共振領域にいる間はライン圧上昇制御を継続することで、運転者の違和感を抑制できる。また、共振領域から脱しているときは、共振の発生を回避しつつライン圧上昇制御の終了によりライン圧を低下させることができるため、運転者に違和感を与えることなく燃費の向上を図ることができる。
また、実施例1では、弾性体としてスプリング250dを設定したが、板バネや樹脂といった他の弾性体を使用してもよい。
また、実施例1では、共振領域を特定する際、目標プライマリ回転数Npri*を用いて判断したが、目標プライマリ回転数Npri*に限らず実プライマリ回転数Npriを用いて判断してもよい。
更に、実施例1では、共振領域にある場合にライン圧上昇制御を行うようにしているが、単に、ブレーキスイッチ17がONになったことに基づいて、ライン圧上昇制御を行ってもよい。
Claims (10)
- プライマリプーリとセカンダリプーリの間にベルトを巻装し、当該プライマリプーリとセカンダリプーリによるベルト挟持圧を制御して変速する無段変速機構において、
ライン圧を生成するライン圧生成手段と、
前記ライン圧が第1の所定圧を超えるときに前記第1の所定圧を超えないように調圧したパイロット圧を供給するパイロットバルブと、
前記パイロット圧を制御して前記挟持圧を生成する制御手段と、
前記ライン圧が前記第1の所定圧より低いときに、前記ライン圧を高くする制御を行うときは、前記ライン圧を前記第1の所定圧よりも高くなるように上昇させるライン圧増圧手段と、
を設けた、無段変速機の制御装置。 - 請求項1に記載の無段変速機の制御装置において、
ブレーキペダルが踏み込まれたことを検知するブレーキ操作検知手段を有し、
前記ライン圧増圧手段は、前記ライン圧が前記第1の所定圧より低いときに、ブレーキペダルが踏み込まれたことを検知したときは、前記ライン圧を前記第1の所定圧よりも高くして前記プーリの挟持圧を高くする、無段変速機の制御装置。 - 請求項2に記載の無段変速機の制御装置において、
前記ライン圧増圧手段は、ブレーキペダルが踏み込まれたことを検知したときは、車両の減速度に応じて前記ライン圧を高くして前記プーリの挟持圧を高くするブレーキ補正トルク制御を行うとともに、ブレーキ補正トルク制御により上昇させる前記ライン圧が前記第1の所定圧よりも低い場合は、前記ライン圧を前記第1の所定圧よりも高くなるように上昇させる、無段変速機の制御装置。 - 請求項2または3に記載の無段変速機の制御装置において、
前記ライン圧増圧手段は、ブレーキペダルが踏み込まれ、かつ、前記タイヤの回転一次振動数と前記コントロールバルブの油振振動数とが一致する第1走行状態のときに、前記走行状態に応じて設定される前記ライン圧が前記第1の所定圧以下のときは、前記ライン圧を前記第1の所定圧よりも高くなるように上昇させる、無段変速機の制御装置。 - 請求項2ないし4いずれか一つに記載の無段変速機の制御装置において、
前記ライン圧増圧手段は、ブレーキペダルが踏み込まれ、かつ、前記ライン圧の油振振動数と、前記無段変速機と前記タイヤとの間の捩じり固有振動数とが一致する第2走行状態のときに、前記ライン圧が前記第1の所定圧以下のときは、前記ライン圧を前記第1の所定圧よりも高くなるように上昇させる、無段変速機の制御装置。 - 請求項2ないし5いずれか一つに記載の無段変速機の制御装置において、
前記ライン圧増圧手段は、ブレーキペダルが踏み込まれ、かつ、前記タイヤの回転一次振動数と、前記無段変速機と前記タイヤとの間の捩じり固有振動数とが一致する第3走行状態のときに、前記ライン圧が前記第1の所定圧以下のときは、前記ライン圧を前記第1の所定圧よりも高くなるように上昇させる、無段変速機の制御装置。 - 請求項3ないし6いずれか一つに記載の無段変速機の制御装置において、
前記ライン圧増圧手段は、ブレーキペダルが踏み込まれ、かつ、プライマリ回転数が前記第1走行状態を含む所定回転数範囲内のときに、前記ライン圧が前記第1の所定圧以下のときは、前記ライン圧を前記第1の所定圧よりも高くなるように上昇させる、無段変速機の制御装置。 - 請求項3ないし7いずれか一つに記載の無段変速機の制御装置において、
前記ライン圧増圧手段は、ブレーキペダルが踏み込まれ、かつ、車速が前記第1走行状態を含む所定車速範囲内のときに、前記ライン圧が前記第1の所定圧以下のときは、前記ライン圧を前記第1の所定圧よりも高くなるように上昇させる、無段変速機の制御装置。 - 請求項7に記載の無段変速機の制御装置において、
前記ライン圧増圧手段は、ライン圧を上昇させているときに、ブレーキペダルが踏み込まれておらず、かつ、プライマリ回転数が所定回転数範囲外のときは、前記ライン圧を前記走行状態に応じて設定される油圧に戻す、無段変速機の制御装置。 - 請求項8に記載の無段変速機の制御装置において、
前記ライン圧増圧手段は、ライン圧を上昇させているときに、ブレーキペダルが踏み込まれておらず、かつ、車速が所定車速範囲外のときは、前記ライン圧を前記走行状態に応じて設定される油圧に戻す、無段変速機の制御装置。
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US15/324,897 US10364888B2 (en) | 2014-07-09 | 2015-05-28 | Control device for continuously variable transmission |
EP15819707.9A EP3168502A4 (en) | 2014-07-09 | 2015-05-28 | Control device for continuously variable transmission |
CN201580037398.9A CN106662241B (zh) | 2014-07-09 | 2015-05-28 | 无级变速器的控制装置 |
JP2016532493A JP6326494B2 (ja) | 2014-07-09 | 2015-05-28 | 無段変速機の制御装置 |
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JP6874656B2 (ja) * | 2017-11-27 | 2021-05-19 | 日産自動車株式会社 | 自動変速機の制御方法および制御装置 |
JP7155725B2 (ja) * | 2018-08-06 | 2022-10-19 | トヨタ自動車株式会社 | 車両用駆動装置の制御装置 |
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JPWO2016006356A1 (ja) | 2017-04-27 |
JP6326494B2 (ja) | 2018-05-16 |
CN106662241B (zh) | 2018-10-16 |
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EP3168502A1 (en) | 2017-05-17 |
US20170204970A1 (en) | 2017-07-20 |
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