WO2016158366A1 - 無段変速機の制御装置および制御方法 - Google Patents
無段変速機の制御装置および制御方法 Download PDFInfo
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- WO2016158366A1 WO2016158366A1 PCT/JP2016/058058 JP2016058058W WO2016158366A1 WO 2016158366 A1 WO2016158366 A1 WO 2016158366A1 JP 2016058058 W JP2016058058 W JP 2016058058W WO 2016158366 A1 WO2016158366 A1 WO 2016158366A1
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- downshift
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- continuously variable
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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
- F16H61/21—Providing engine brake control
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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
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/02—Selector apparatus
- F16H59/04—Ratio selector apparatus
- F16H59/044—Ratio selector apparatus consisting of electrical switches or sensors
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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
- F16H59/14—Inputs being a function of torque or torque demand
- F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
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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
- F16H59/38—Inputs being a function of speed of gearing elements
- F16H59/42—Input shaft speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- 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
- 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
- F16H61/24—Providing feel, e.g. to enable selection
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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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
- F16H61/66254—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling
- F16H61/66259—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling using electrical or electronical sensing or control means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—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
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
- F16H2037/023—CVT's provided with at least two forward and one reverse ratio in a serial arranged sub-transmission
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0206—Layout of electro-hydraulic control circuits, e.g. arrangement of valves
- F16H2061/0209—Layout of electro-hydraulic control circuits, e.g. arrangement of valves with independent solenoid valves modulating the pressure individually for each clutch or brake
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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
- F16H2061/6604—Special control features generally applicable to continuously variable gearings
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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
- F16H2061/6604—Special control features generally applicable to continuously variable gearings
- F16H2061/6605—Control for completing downshift at hard braking
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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
- F16H2061/6604—Special control features generally applicable to continuously variable gearings
- F16H2061/6611—Control to achieve a particular driver perception, e.g. for generating a shift shock sensation
- F16H2061/6612—Control to achieve a particular driver perception, e.g. for generating a shift shock sensation for engine braking
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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
- F16H2061/6604—Special control features generally applicable to continuously variable gearings
- F16H2061/6615—Imitating a stepped transmissions
Definitions
- the invention of the present disclosure relates to a control device and a control method for a continuously variable transmission mounted on a vehicle.
- control device for a continuously variable transmission connected to the output side of an engine
- one that controls the continuously variable transmission so that the output rotational speed of the engine becomes a target rotational speed is known (for example, Patent Documents). 1).
- the control device increases the target rotational speed stepwise, then increases it with a predetermined gradient, and further reduces the required deceleration. Decrease with a predetermined slope based on speed.
- a braking force engine braking force
- Patent Document 1 The technique described in Patent Document 1 is for executing engine brake control during sudden deceleration in a vehicle equipped with a continuously variable transmission without forcing the driver to perform manual operation. It is not intended to provide a feeling of deceleration according to the will. Therefore, the conventional control device for a continuously variable transmission still has room for improvement in terms of improving the feeling of deceleration and drivability during braking of a vehicle equipped with the continuously variable transmission.
- the main object of the present disclosure is to improve the feeling of deceleration and drivability during braking of a vehicle equipped with a continuously variable transmission.
- a control device for a continuously variable transmission is a control device for a continuously variable transmission that controls the continuously variable transmission so that an input rotational speed of a continuously variable transmission mounted on a vehicle matches a target input rotational speed.
- the target input rotational speed is set such that the gear ratio of the continuously variable transmission continuously changes to the downshift side a plurality of times in response to the depression of the brake pedal by the driver.
- the setting means is configured such that the interval between successive downshifts becomes longer as the number of times of downshifting increases while downshifts that change the gear ratio stepwise are continuously executed.
- a target input rotational speed setting means for setting the target input rotational speed.
- the target input rotation speed so that the transmission ratio of the continuously variable transmission continuously changes to the downshift side a plurality of times according to the depression operation of the brake pedal by the driver of the vehicle.
- the vehicle state during deceleration (for example, deceleration G, engine sound, etc.) can be changed rhythmically to improve the atmospheric deceleration feeling felt by the driver, that is, the deceleration rhythm.
- the driver's intention to decelerate gradually decreases even when the brake pedal is depressed.
- the control device of the present disclosure allows the interval between successive downshifts to increase as the number of executions of the downshift increases while the downshift that changes the gear ratio stepwise is continuously performed. Set the target input speed so that becomes longer.
- the interval between successive downshifts is shortened to quickly change the vehicle state (for example, deceleration G, engine sound, etc.), and to reduce the deceleration intention.
- the interval between successive downshifts can be lengthened to moderate the change in the vehicle state. As a result, it becomes possible to further improve the rhythm of deceleration. Therefore, according to the control device of the present disclosure, it is possible to further improve the feeling of deceleration and drivability during braking of a vehicle equipped with a continuously variable transmission.
- FIG. 8 is a time chart showing another example of how the target input rotation speed and the target shift speed change when the shift control routine of FIG. 7 is executed.
- FIG. 1 is a schematic configuration diagram of an automobile 10 equipped with a power transmission device 20 including a control device for a continuously variable transmission according to the present disclosure.
- the automobile 10 shown in the figure includes an engine (internal combustion engine) 12 as a prime mover that outputs power by explosion combustion of a mixture of hydrocarbon fuel such as gasoline and light oil and air,
- a brake electronic control unit hereinafter referred to as “brake ECU” 16 for controlling an electronically controlled hydraulic brake unit (not shown), and the like are included.
- engine ECU engine electronice control unit
- brake ECU brake electronic control unit
- the engine ECU 14 is configured as a microcomputer centering on a CPU (not shown). In addition to the CPU, a ROM that stores various programs, a RAM that temporarily stores data, an input / output port, and a communication port (all not shown). Etc.). As shown in FIG. 1, the engine ECU 14 determines the accelerator opening (accelerator depression amount) from the accelerator pedal position sensor 91 that detects the depression amount (operation amount) of the accelerator pedal 90, the vehicle speed from the vehicle speed sensor 97, the crankshaft. A signal from various sensors such as a crankshaft position sensor (not shown) for detecting the rotational position of the motor, a signal from another electronic control unit such as the brake ECU 16, and the like are input. Based on these signals, the engine ECU 14 controls the electronically controlled throttle valve 13, a fuel injection valve and a spark plug (not shown), and the like.
- the brake ECU 16 is also configured as a microcomputer centering on a CPU (not shown). In addition to the CPU, a ROM for storing various programs, a RAM for temporarily storing data, an input / output port and a communication port (none of which are shown). ) Etc. As shown in FIG. 1, the brake ECU 16 detects a brake switch signal from a brake switch 93 that detects the depression of the brake pedal 92 by the driver, or is detected by the master cylinder pressure sensor 94 when the brake pedal 92 is depressed. The master cylinder pressure Pmc, the vehicle speed from the vehicle speed sensor 97, signals from various sensors (not shown), signals from other electronic control units such as the engine ECU 14, and the like are input. Based on these signals, the brake ECU 16 controls a brake actuator (hydraulic actuator) (not shown) and the like.
- a brake actuator hydraulic actuator
- FIG. 2 is a schematic configuration diagram of the power transmission device 20 mounted on the automobile 10 of the present embodiment.
- the power transmission device 20 shown in the figure is configured as a transaxle that is connected to an engine 12 that is disposed horizontally so that a crankshaft and left and right drive shafts 59 connected to drive wheels DW are substantially parallel to each other. ing.
- the power transmission device 20 includes a converter housing 22a, a transaxle case 22b, and a rear cover 22c that are integrally coupled, a starting device 23 that is housed in the transmission case 22, an oil pump.
- shift ECU shift electronic control unit 21 as a control device for controlling the starting device 23 and the CVT 40, and the like.
- the starting device 23 is configured as a fluid starting device with a lock-up clutch, and is housed inside the converter housing 22a. As shown in FIG. 2, the starting device 23 includes a pump impeller 23p connected to the crankshaft of the engine 12 via a front cover 18 as an input member, a turbine runner 23t fixed to the input shaft 41 of the CVT 40, a pump A stator 23s disposed inside the impeller 23p and the turbine runner 23t to rectify the flow of hydraulic oil (ATF) from the turbine runner 23t to the pump impeller 23p, a one-way clutch 23o that restricts the rotational direction of the stator 23s in one direction, and a damper A mechanism 24, a lock-up clutch 25, and the like are included.
- ATF hydraulic oil
- the pump impeller 23p, the turbine runner 23t, and the stator 23s function as a torque converter by the action of the stator 23s when the rotational speed difference between the pump impeller 23p and the turbine runner 23t is large, and function as a fluid coupling when the rotational speed difference between the two decreases.
- the stator 23s and the one-way clutch 23o may be omitted, and the pump impeller 23p and the turbine runner 23t may function as only a fluid coupling.
- the damper mechanism 24 is connected to the input element connected to the lockup clutch 25, the intermediate element connected to the input element via the plurality of first elastic bodies, and connected to the intermediate element via the plurality of second elastic bodies.
- the lockup clutch 25 selectively locks up and unlocks the pump impeller 23p and the turbine runner 23t, ie, the front cover 18 and the input shaft 41 of the CVT 40 mechanically (via the damper mechanism 24). To be executed.
- the lock-up clutch 25 may be configured as a hydraulic single-plate friction clutch, or may be configured as a hydraulic multi-plate friction clutch.
- the oil pump 30 includes a pump assembly including a pump body 31 and a pump cover 32 disposed between the starting device 23 and the forward / reverse switching mechanism 35, an inner rotor (external gear) 33, and an outer rotor (internal gear). 34 is configured as a so-called gear pump.
- the pump body 31 and the pump cover 32 are fixed to the converter housing 22a and the transaxle case 22b.
- the inner rotor 33 is connected to the pump impeller 23p through a hub. Therefore, when the inner rotor 33 is rotated by the power from the engine 12, hydraulic oil (ATF) in an oil pan (hydraulic oil reservoir) (not shown) is sucked by the oil pump 30 via a strainer (not shown).
- the pressurized hydraulic fluid is supplied (discharged) to the hydraulic control device 60.
- the forward / reverse switching mechanism 35 is housed in the transaxle case 22b, and has a double pinion planetary gear mechanism 36, and a brake B1 and a clutch C1 as hydraulic friction engagement elements.
- the planetary gear mechanism 36 includes a sun gear fixed to the input shaft 41 of the CVT 40, a ring gear, a pinion gear meshing with the sun gear, and a carrier supporting the pinion gear meshing with the ring gear and coupled to the primary shaft 42 of the CVT 40.
- the brake B1 releases the ring gear of the planetary gear mechanism 36 rotatably with respect to the transaxle case 22b, and when the hydraulic pressure is supplied from the hydraulic control device 60, the brake B1 moves the ring gear of the planetary gear mechanism 36 to the transaxle case 22b. And fix it so that it cannot rotate. Further, the clutch C1 releases the carrier of the planetary gear mechanism 36 so as to be rotatable with respect to the input shaft 41 (sun gear), and the carrier of the planetary gear mechanism 36 when the hydraulic pressure is supplied from the hydraulic control device 60. 41. Thus, when the brake B1 is released and the clutch C1 is engaged, the power transmitted to the input shaft 41 can be transmitted to the primary shaft 42 of the CVT 40 as it is to advance the automobile 10.
- the brake B1 is engaged and the clutch C1 is released, the rotation of the input shaft 41 is converted in the reverse direction and transmitted to the primary shaft 42 of the CVT 40, and the automobile 10 can be moved backward. Furthermore, if the brake B1 and the clutch C1 are released, the connection between the input shaft 41 and the primary shaft 42 can be released.
- the CVT 40 includes a primary pulley 43 provided on a primary shaft 42 serving as a drive side rotation shaft, a secondary pulley 45 provided on a secondary shaft 44 serving as a driven side rotation shaft disposed in parallel with the primary shaft 42, and a primary pulley.
- the primary cylinder 47 that is a hydraulic actuator for changing the groove width of the primary pulley 43, and the groove 46 of the secondary pulley 45.
- a secondary cylinder 48 which is a hydraulic actuator.
- the primary pulley 43 includes a fixed sheave 43a formed integrally with the primary shaft 42, and a movable sheave 43b supported on the primary shaft 42 through a ball spline so as to be slidable in the axial direction.
- the secondary pulley 45 is supported by a fixed sheave 45a formed integrally with the secondary shaft 44, and is supported by the secondary shaft 44 through a ball spline so as to be slidable in the axial direction, and by a return spring 49 which is a compression spring.
- the movable sheave 45b is urged in the direction.
- the primary cylinder 47 is formed behind the movable sheave 43 b of the primary pulley 43
- the secondary cylinder 48 is formed behind the movable sheave 45 b of the secondary pulley 45.
- Hydraulic oil is supplied from the hydraulic control device 60 to the primary cylinder 47 and the secondary cylinder 48 in order to change the groove width between the primary pulley 43 and the secondary pulley 45, whereby the start device 23 and the forward / reverse switching are performed from the engine 12.
- the power transmitted to the primary shaft 42 via the mechanism 35 can be steplessly changed and output to the secondary shaft 44.
- the power output to the secondary shaft 44 is transmitted to the left and right drive wheels DW via the gear mechanism 50, the differential gear 57, and the drive shaft.
- the gear mechanism 50 extends in parallel with the counter drive gear 51, which is rotatably supported by the transaxle case 22b via a bearing, and the secondary shaft 44 and the drive shaft 59, and is rotated by the transaxle case 22b via the bearing.
- a counter shaft 52 that is freely supported, a counter driven gear 53 that is fixed to the counter shaft 52 and meshes with the counter drive gear 51, and a drive pinion gear (final drive gear) 54 that is formed (or fixed) on the counter shaft 52.
- a differential ring gear (final driven gear) 55 that meshes with the drive pinion gear 54 and is connected to the differential gear 57.
- the hydraulic control device 60 is connected to the above-described oil pump 30 that is driven by the power from the engine 12 and sucks and discharges the hydraulic oil from the oil pan through the strainer.
- the hydraulic control device 60 regulates the hydraulic pressure from the oil pump 30 to generate the hydraulic pressure required by the starting device 23, the forward / reverse switching mechanism 35, the CVT 40, etc., or the CVT 40, the one-way clutch 23o, the forward / reverse switching mechanism 35.
- the hydraulic fluid as a lubricating medium is supplied to a lubrication target such as a predetermined portion such as various bearings.
- the hydraulic control device 60 adjusts the hydraulic oil from the oil pump 30 to generate a line pressure PL that is the original pressure of the hydraulic pressure supplied to the primary cylinder 47, the secondary cylinder 48, etc.
- a modulator valve that reduces the pressure PL to generate a constant modulator pressure Pmod
- a pressure adjusting valve linear solenoid valve
- a shift lever A manual valve that supplies hydraulic oil from the pressure regulating valve to either one of the brake B1 and the clutch C1 in accordance with the shift position, or shuts off the hydraulic pressure supply to both in conjunction with No. 95 (see FIG. 1).
- the hydraulic control device 60 has a first linear solenoid valve, a second linear solenoid valve, a primary pulley pressure control valve, and a secondary pulley pressure control valve in order to generate the hydraulic pressure required for shifting the CVT 40.
- the first linear solenoid valve adjusts the modulator pressure Pmod, for example, to generate a primary solenoid pressure Pslp as a signal pressure
- the second linear solenoid valve adjusts, for example, the modulator pressure Pmod, to a secondary solenoid pressure Psls as a signal pressure. Is generated.
- the primary pulley pressure control valve regulates the line pressure PL using the primary solenoid pressure Pslp from the first linear solenoid valve as a signal pressure, and sets the primary pulley pressure (primary sheave pressure) Pp to the primary pulley 43, that is, the primary cylinder 47.
- the secondary pulley pressure control valve regulates the line pressure PL using the secondary solenoid pressure Psls from the second linear solenoid valve as a signal pressure, and sets the secondary pulley pressure (secondary sheave pressure) Ps to the secondary pulley 45, that is, the secondary cylinder 48. Generate.
- the above-described transmission ECU 21 that controls the power transmission device 20 is also configured as a microcomputer centered on a CPU (not shown).
- a ROM that stores various programs
- a RAM that temporarily stores data
- an RAM that stores data
- It has an output port and a communication port (both not shown).
- the shift ECU 21 detects the accelerator opening from the accelerator pedal position sensor 91, the vehicle speed from the vehicle speed sensor 97, the brake switch signal from the brake switch 93, and the master cylinder detected by the master cylinder pressure sensor 94.
- Pressure Pmc signals from various sensors such as a shift position from a shift position sensor 96 that detects an operation position of the shift lever 95 for selecting a desired shift position from a plurality of shift positions, from the engine ECU 14 and the brake ECU 16 Input the signal.
- the shift ECU 21 detects an input rotation speed sensor 98 that detects an input rotation speed (rotation speed of the input shaft 41 or the primary shaft 42) Nin of the CVT 40, and an output rotation speed (secondary shaft 44) of the CVT 40.
- the rotation speed of the oil pressure sensor 99 and the oil temperature sensor (not shown) for detecting the oil temperature Toil of the hydraulic oil in the hydraulic control device 60 are input.
- the shift ECU 21 controls the starter device 23 and the CVT 40, that is, the above-described pressure regulating valve and the first and second linear solenoid valves that constitute the hydraulic pressure control device 60 based on the input signal as described above. In controlling these valves, the shift ECU 21 controls a drive circuit (not shown) so that a current corresponding to a hydraulic pressure command value is applied from an auxiliary battery (not shown) to the solenoid portion of each valve.
- a mode selection switch 100 that allows the driver of the vehicle 10 to select a desired control mode from among a plurality of control modes of the CVT 40 is connected to the transmission ECU 21.
- the mode selection switch 100 includes a normal mode (continuously variable transmission mode) in which the gear ratio ⁇ of the CVT 40 is continuously changed according to the depression operation of the accelerator pedal 90 and the brake pedal 92, the accelerator pedal 90, The driver is allowed to select a sport mode (stepped transmission mode) in which the gear ratio ⁇ is changed stepwise in accordance with the depression operation of the brake pedal 92.
- the transmission ECU 21 sets the mode flag Fm to a value of 0 and operates through the mode selection switch 100 when the normal mode (continuously variable transmission mode) is selected by the driver through the mode selection switch 100.
- the mode flag Fm is set to 1 and the set value is stored in a RAM (not shown).
- FIG. 3 is a flowchart showing an example of a shift parameter setting routine executed by the shift ECU 21 when the brake pedal 92 is depressed by the driver of the automobile 10 while the sport mode is selected.
- the shift ECU 21 CPU
- determines that the brake pedal 92 has been depressed by the driver based on the brake switch signal from the brake switch 93 it turns on a timer (not shown) (step S100).
- a predetermined time tref for example, a time of about 100 to 200 mSec
- step S110 If it is determined in step S110 that the time count t is equal to or greater than the time tref, the speed change ECU 21 resets the timer (step S120), and sets the master cylinder as the required braking amount for the driver when the brake pedal 92 is depressed.
- the master cylinder pressure Pmc transmitted from the pressure sensor 94 is input (acquired) (step S130).
- step S ⁇ b> 130 the shift ECU 21 inputs the input rotation speed Nin of the CVT 40 transmitted from the input rotation speed sensor 98.
- the shift ECU 21 determines whether or not the master cylinder pressure Pmc input in step S130 is equal to or higher than a predetermined threshold value Pref (for example, the master cylinder pressure when the brake pedal stroke is 20 to 30%). (Step S140). If it is determined that the master cylinder pressure Pmc input in step S130 is less than the threshold value Pref, the speed change ECU 21 sets the flag Fcv to 1 (step S145) and terminates this routine.
- the flag Fcv is set to a value 1
- a target value that is a target value of the input rotational speed Nin (the rotational speed Ne of the engine 12) of the CVT 40 using a normal mode shift map (transmission map for continuously variable transmission control) (not shown).
- step S140 when it is determined that the master cylinder pressure Pmc input in step S130 is greater than or equal to the threshold value Pref (step S140), the transmission ECU 21 depresses the brake pedal 92 based on the master cylinder pressure Pmc input in step S130.
- N a value indicating a downshift order (number of executions) in which the gear ratio ⁇ of the CVT 40 is changed stepwise to the downshift side according to
- the target post-shift speed Ntag (n), the target climb gradient ⁇ Nup (n), and the inter-shift time tint (n) are acquired (step S150).
- the target rotation speed Ntag (n) is a target value of the input rotation speed after the gear ratio ⁇ is step-shifted to the downshift side by the n-th downshift while the brake pedal 92 is depressed (immediately).
- the target upward gradient ⁇ Nup (n) is a predetermined time dt of the input rotational speed Nin from the start timing of the n-th downshift until the input rotational speed Nin reaches the target post-shifting rotational speed Ntag (n). It defines the rising slope (positive value).
- the inter-shift time tint (n) corresponds to the time interval from the completion of the nth downshift to the start timing of the (n + 1) th downshift, that is, the time interval between successive downshifts.
- the master pressure cylinder Pmc as the required braking amount when the driver depresses the brake pedal 92 and the target post-shift speed Ntag (n) for each of a plurality of downshifts from the first time to the Nth time.
- a target post-shift rotation speed map that prescribes the relationship is established in advance and stored in a ROM (not shown) of the shift ECU 21. As shown in FIG. 4, the target post-shift speed map increases the target post-shift speed Ntag (n) in each downshift and increases the integer n, that is, the number of downshifts, as the master cylinder pressure Pmc increases. As the value increases, the target post-shift speed Ntag (n) is made larger.
- the target post-shift speed Ntag (n) corresponding to an arbitrary master cylinder pressure Pmc satisfies the relationship Ntag (1) ⁇ Ntag (2) ⁇ Ntag (3) ⁇ ... ⁇ Ntag (N). Further, when creating the target post-shift speed map, as the integer n, that is, the number of downshifts increases, the amount of increase in the input speed Nin when the speed ratio ⁇ is step-shifted to the downshift side, that is, the nth time.
- the increase amount S (n) of the input rotational speed Nin from the start timing of the downshift until the input rotational speed Nin reaches the target post-shifting rotational speed Ntag (n) is reduced, and the master cylinder pressure Pmc as the required braking amount
- the target post-shift speed Ntag (n) corresponding to the master cylinder pressure Pmc is determined for each downshift so that the increase amount S (n) is increased as the engine speed increases.
- an ascending gradient map that prescribes the relationship between the master pressure cylinder Pmc and the target ascending gradient ⁇ Nup (n) when the driver depresses the brake pedal 92 is created in advance for each of the plurality of downshifts. And stored in a ROM (not shown) of the transmission ECU 21.
- the upward gradient map increases the target upward gradient ⁇ Nup (n) in each downshift as the master cylinder pressure Pmc increases, and increases the integer n, that is, the number of times of downshifting increases.
- the target ascending gradient ⁇ Nup (n) is made small. That is, the target upward gradient ⁇ Nup (n) corresponding to an arbitrary master cylinder pressure Pmc satisfies the relationship ⁇ Nup (1)> ⁇ Nup (2)> ⁇ Nup (3)>...> ⁇ Nup (N).
- a shift time map that defines the relationship between the master pressure cylinder Pmc and the shift time tint (n) when the driver depresses the brake pedal 92 every plurality of downshifts.
- Interval map is created in advance and stored in a ROM (not shown) of the transmission ECU 21.
- the inter-shift time map shortens the inter-shift time tint (n) in each downshift and increases the integer n, that is, the number of downshift executions.
- the time between shifts tint (n) is made longer. That is, the inter-shift time tint (n) corresponding to an arbitrary master cylinder pressure Pmc satisfies the relationship of tint (1) ⁇ tint (2) ⁇ tint (3) ⁇ ... ⁇ tint (N).
- step S150 the shift ECU 21 obtains the target post-shift speed Ntag (1), Nag (2),... Ntag (N) corresponding to the master cylinder pressure Pmc input in step S130 from the target post-shift speed map. Acquire and store in RAM.
- step S150 the speed change ECU 21 obtains the target increase gradient ⁇ Nup (1), Nag (2),... Ntag (N) corresponding to the master cylinder pressure Pmc input in step S130 from the target speed change map. Acquire and store in RAM.
- step S150 the speed change ECU 21 calculates the time intervals tint (1), tint (2),... Tint (N) corresponding to the master cylinder pressure Pmc input in step S130 from the target speed change speed map. Acquire and store in RAM.
- a predetermined threshold value ⁇ Nref for example, a value of about 400 to 600 rpm
- the speed change ECU 21 sends the vehicle speed V transmitted from the vehicle speed sensor 97, the input speed Nin sent from the input speed sensor 98, and the output speed sent from the output speed sensor 99.
- Data necessary for control such as Nout, the estimated engine torque Te transmitted from the engine ECU 14, and the value of the brake switch flag are input (step S200).
- the brake switch flag is set to a value of 1 when a signal is output from the brake switch 93, and is set to a value of 0 when a signal is not output from the brake switch 93.
- step S210 determines whether or not the driver depresses the brake pedal 92 based on the value of the brake switch flag input in step S200 (step S210). If it is determined in step S210 that the brake pedal 92 has not been released by the driver, the shift ECU 21 determines that the vehicle speed V input in step S200 is a predetermined step-change permission vehicle speed Vref (for example, 20 to 20). It is determined whether or not it is about 30 km / h (step S220). When it is determined in step S220 that the vehicle speed V is equal to or higher than the stepped shift permission vehicle speed Vref, the shift ECU 21 determines whether or not the flag F is a value 0 (step S230). The flag F is set to 0 at the end of this routine. When this routine is started, an affirmative determination is made in step S230.
- Vref a predetermined step-change permission vehicle speed Vref
- step S230 determines whether the flag F has a value of 0, the speed change ECU 21 determines whether the input rotational speed Nin input in step S200 substantially matches the target post-shift speed Ntag (k) (the target shift speed). It is determined whether or not it is included in a relatively narrow range centered on the rear rotation speed Ntag (k) (step S240). When it is determined in step S240 that the input rotational speed Nin does not substantially match the target post-shift rotational speed Ntag (k), the speed change ECU 21 determines that the input rotational speed Nin input in step S200 and the shift parameter shown in FIG. The sum of the target increase gradient ⁇ Nup (j) acquired and stored in step S150 of the setting routine is set as the target input rotational speed Nin * (step S250).
- the speed change ECU 21 sets the target speed ratio ⁇ * of the CVT 40 by dividing the set target input speed Nin * by the output speed Nout input in step S200 (step S260), and input in step S200. Based on the difference between the input rotational speed Nin and the target input rotational speed Nin *, the primary pulley pressure Pp from the primary pulley pressure control valve of the hydraulic control device 60 is set to a value corresponding to the target speed ratio ⁇ *.
- the first linear solenoid valve is controlled (step S270).
- step S270 the shift ECU 21 controls the second linear solenoid valve based on the estimated engine torque Te or the like so that the slip of the belt 46 of the CVT 40 is suppressed by the secondary pulley pressure Ps from the secondary pulley pressure control valve. . Then, the speed change ECU 21 executes the processes after step S200 again.
- Step S200 The processing after Step S200 is executed, and while the target input rotational speed Nin * is set in Step S250, the input rotational speed Nin of the CVT 40 increases according to the target upward gradient ⁇ Nup (j). As a result, the input rotation speed Nin of the CVT 40 can be increased relatively steeply to change the speed ratio ⁇ to the downshift side. Further, after executing the processing of steps S200 to S230, when it is determined in step S240 that the input rotation speed Nin of the CVT 40 substantially matches the target rotation speed Ntag (k), the transmission ECU 21 sets a timer (not shown).
- step S280 When the flag F is turned on and the value F is set to 1 (step S280), is the time t measured by the timer less than the inter-shift time tint (j) acquired and stored in step S150 of the shift parameter setting routine of FIG. It is determined whether or not (step S290).
- step S290 If it is determined in step S290 that the time t is less than the inter-shift time tint (j), the shift ECU 21 and the input rotation speed Nin input in step S200 and a relatively small value of the descending gradient ⁇ Ndn.
- the sum of (negative value) is set to the target input rotational speed Nin * (step S300).
- the transmission ECU 21 sets a target speed ratio ⁇ * of the CVT 40 (step S260), and executes hydraulic control based on the target input speed Nin * and the target speed ratio ⁇ * (step S270). Then, the speed change ECU 21 executes the processes after step S200 again.
- the descending gradient ⁇ Ndn added to the input rotation speed Nin in step S300 may be a constant value, and may be changed according to the vehicle speed V, for example.
- step S320 if it is determined in step S320 that the variable k exceeds the value N, the transmission ECU 21 sets the flag Fcv to 1 (step S340), and ends this routine.
- step S210 that the driver depresses the brake pedal 92
- step S220 that the vehicle speed V is less than the step-change-permitted vehicle speed Vref
- step S330 the flag Fcv is set to the value 1 (step S340)
- this routine is terminated.
- the target input rotation speed Nin * is determined using the normal mode shift map (shift map for continuously variable shift control).
- a lower limit guard process and a gradual change process for the target input rotation speed Nin * are executed in order to suppress a sudden change in the input rotation speed Nin.
- each downshift is performed from the target shift speed map.
- the target post-shift speed Ntag (1) to Ntag (N) corresponding to the master cylinder pressure Pmc as the required braking amount is acquired (step S150 in FIG. 3).
- target ascending gradients ⁇ Nup (1) to ⁇ Nup (N) corresponding to the master cylinder Pmc are acquired for each downshift from the ascending gradient map, and each downshift is performed from the inter-shift time map.
- Inter-shift times tint (1) to tint (N) which are downshift intervals corresponding to the master cylinder Pmc, are acquired.
- the rotational speed Nin * is set (step S250 in FIG. 7).
- the target input rotational speed Nin * is set so that the input rotational speed Nin decreases at a predetermined downward gradient ⁇ Ndn (step S300).
- the input rotation speed Nin substantially coincides with the target post-shift rotation speed Ntag (1)
- the inter-shift time tint (1) corresponding to the first downshift elapses
- the inter-shift time tint (1) corresponds.
- the start timing of the second downshift (time t2 in FIG. 8) has arrived.
- the input rotational speed Nin is after the target shift corresponding to the second downshift at the target upward gradient ⁇ Nup (2) corresponding to the second downshift.
- the target input rotational speed Nin * is set so that the input rotational speed Nin decreases at a predetermined downward gradient ⁇ Ndn (step S300).
- the inter-shift time tint (2) corresponding to the second downshift elapses after the input rotational speed Nin substantially coincides with the target post-shift speed Ntag (k + 1), the inter-shift time tint (2) corresponds.
- the start timing of the third downshift (time t3 in FIG. 8) has arrived.
- the target input speed Nin * of the CVT 40 is the jth downshift of the input speed Nin *.
- the speed is increased to the target post-shift speed Ntag (k) corresponding to the j-th downshift with the corresponding upward gradient, and then set to decrease with the downward gradient ⁇ Ndn until the time tint (j) between shifts has elapsed. Will be.
- an inter-shift time tint (1) corresponding to the first downshift elapses from that point.
- the target input rotational speed Nin * is set so that the input rotational speed Nin decreases at a predetermined downward gradient ⁇ Ndn (step S300).
- the inter-shift time tint (1) corresponding to the first downshift elapses it corresponds to the inter-shift time tint (1).
- the start timing of the second downshift (time t2 in FIG. 9) has arrived.
- the input rotational speed Nin is after the target shift corresponding to the second downshift at the target upward gradient ⁇ Nup (2) corresponding to the second downshift.
- the target input speed Nin * of the CVT 40 is the jth downshift of the input speed Nin *.
- the speed is increased to the target post-shift speed Ntag (k) corresponding to the j-th downshift with the corresponding upward gradient, and then set to decrease with the downward gradient ⁇ Ndn until the time tint (j) between shifts has elapsed. Will be.
- the target input rotation speed Nin * is set so that the gear ratio ⁇ of the CVT 40 continuously changes to the downshift side a plurality of times in response to the depression of the brake pedal 92 by the driver of the automobile 10.
- the driver's intention to decelerate gradually decreases even when the brake pedal 92 is depressed.
- the number of rotations (n) after the target shift increases as the downshift execution number (n) increases.
- a target post-shift speed map is provided that increases Ntag (n) and increases the target post-shift speed Ntag (n) in each downshift as the master cylinder pressure Pmc as the required braking amount increases. .
- the input speed Nin reaches the target post-shift speed Ntag (n) from the start timing of the nth downshift.
- the amount of increase S (n) in each downshift is increased as the increase amount S (n) of the input rotational speed Nin is decreased and the master cylinder pressure Pmc as the required braking amount is increased.
- the speed change ECU 21 executes the processing of steps S100 to S130 in FIG. 3 to acquire the master cylinder pressure Pmc as the driver's required braking amount when the brake pedal 92 is depressed, and corresponds to the master cylinder pressure Pmc.
- the target post-shift speed Ntag (1) to the target post-shift speed Ntag (N) are acquired (step S150 in FIG. 3).
- the speed change ECU 21 increases the speed change as the number of downshifts (n) increases based on the target speed Ntag (1) to the target speed Ntag (N).
- the target input speed Nin * is set so that the increase amount S (1),..., S (n),..., S (N) of the input speed Nin when the ratio ⁇ is step-shifted to the downshift side becomes small. (Steps S200 to S270).
- the increase amount S (n) satisfies S (n) ⁇ target post-shift speed Ntag (n) ⁇ the input speed Nin at the start of the nth downshift.
- the increase amount S (n) of the input rotational speed Nin is increased to give the driver a great feeling of deceleration according to his / her intention to decelerate, and to decrease his intention to decelerate.
- the increase amount S (n) can be reduced to reduce the deceleration feeling felt by the driver.
- the input rotation speed Nin increases S (1),..., S (n),.
- the increase amount S (1),..., S (n) of the input rotation speed Nin regardless of the increase in the number of downshifts (n). ),..., S (N) may be constant.
- the speed change ECU 21 sets the target post-shift speed Ntag (1) corresponding to the first downshift acquired from the target post-change speed map, and the input speed Nin when the driver depresses the brake pedal 92.
- the target input rotation speed is set using the target post-shift rotation speeds Ntag (k) to Ntag (N) corresponding to the downshift after the turn when the difference ⁇ N is equal to or greater than the threshold value ⁇ Nref.
- are set steps S150 to S190 in FIG. 3, steps S240 and S250 in FIG. 7).
- the target shift in each downshift (especially the first) downshift is performed in accordance with the master cylinder pressure Pmc as the required braking amount by the driver and the input rotational speed Nin when the brake pedal 92 is depressed by the driver. It is possible to appropriately set the post-rotation speed Ntag (k) and the maximum number of downshift executions (N ⁇ k + 1).
- the target input rotational speed Nin * is set so that the increase amount S (n) of the input rotational speed Nin in each downshift is increased. That is, it is considered that as the master cylinder pressure Pmc as the required braking amount when the driver depresses the brake pedal 92 is larger, the driver's intention to decelerate is higher and the driver's intention to decelerate gradually decreases.
- an ascending gradient map is prepared in which the target ascending gradient ⁇ Nup (n) decreases as the integer n, that is, the number of downshifts increases.
- the shift ECU 21 determines that the input rotational speed Nin increases from the start timing of the downshift, that is, the input rotational speed as the number of downshift executions (n) increases based on the target upward gradient ⁇ Nup (n).
- the target input rotation speed Nin * is set so that the rising gradient of the input rotation speed Nin until the Nin increases by the increase amount S (n) is reduced (steps S150, S240, S250).
- the ascending gradient map of the present embodiment is created so that the target ascending gradient ⁇ Nup (n) in each downshift increases as the master cylinder pressure Pmc as the required braking amount increases.
- the target input rotational speed Nin * is set so that the rising gradient of the input rotational speed Nin in each downshift increases as the master cylinder pressure Pmc as the required braking amount increases, the deceleration G or the engine during deceleration The sound and the like can be changed more appropriately according to the driver's intention to decelerate.
- an inter-shift time map is prepared in which the inter-shift time tint (n) is increased as the integer n, that is, the number of times of downshifting is increased. Then, the shift ECU 21 sets the target input rotation speed Nin * based on the inter-shift time tint (n) so that the time interval between successive downshifts increases as the number of downshift executions (n) increases.
- Set steps S150, S290, S300.
- the time interval between successive downshifts is lengthened, so that the driver's intention to decelerate is high in the initial braking stage.
- Change the vehicle state by shortening the time interval between downshifts to quickly change the vehicle state such as deceleration G and engine noise, and lengthening the time interval between successive downshifts as the intention to decelerate decreases. Can be relaxed. As a result, it is possible to further improve the sense of rhythm of deceleration.
- the inter-shift time map of the present embodiment is created so that the inter-shift time tint (n) in each downshift is shortened as the master cylinder pressure Pmc as the required braking amount increases. That is, it is considered that as the master cylinder pressure Pmc (required braking amount) when the driver depresses the brake pedal 92 is larger, the driver's intention to decelerate is higher and the driver's intention to decelerate gradually decreases. Therefore, if the target input speed Nin * is set so that the time interval between successive downshifts becomes shorter as the required braking amount is larger, the driver's intention to decelerate the deceleration G, engine sound during deceleration, etc. It becomes possible to change more appropriately according to.
- the gear ratio ⁇ of the CVT 40 is downshifted according to the driver's depression operation of the brake pedal 92. It is possible to easily and appropriately set the target input rotational speed Nin * when changing to the side multiple times stepwise.
- the input speed Nin reaches the target speed Ntag (n) from the start timing of the nth downshift as the number of downshift executions (n) increases.
- the target increase amount map that increases the increase amount S (n) in each downshift as the increase amount S (n) of the input rotational speed Nin is decreased and the master cylinder pressure Pmc as the required braking amount is increased. It may be prepared. In this case, on the basis of the input rotation speed Nin when the driver depresses the brake pedal input in step S130 of FIG. 3 and the increase amount S (n) acquired from the target increase amount map, the step of FIG. The determination process of S240 may be performed.
- the transmission ECU 21 includes a normal mode (stepless transmission mode) and a sports mode (stepped transmission mode) in which the transmission gear ratio ⁇ is changed stepwise according to the depression operation of the accelerator pedal 90 or the brake pedal 92.
- a mode selection switch 100 that allows the driver to make a selection is connected, and the speed change ECU 21 changes the speed ratio ⁇ stepwise when the sport mode is selected.
- the driver of the automobile 10 can be improved by changing the speed ratio ⁇ stepwise under the sport mode while improving the fuel efficiency of the automobile 10 by changing the speed ratio ⁇ steplessly under the normal mode. It becomes possible to improve the ability.
- the CVT 40 is not limited to a belt-type continuously variable transmission, and may be a mechanical continuously variable transmission such as a toroidal continuously variable transmission or a corn continuously variable transmission.
- the CVT 40 may be an electric continuously variable transmission including at least one electric motor (motor generator) or an electric continuously variable transmission including a planetary gear and two electric motors (motor generator).
- the engine speed or the like may be used instead of the input speed Nin
- the target engine speed may be used instead of the target input speed Nin *.
- step S130 of FIG. 3 for example, when the pedal stroke (depression amount) of the brake pedal 92 detected by the stroke sensor or the pedal depression force calculated based on the pedal stroke depresses the brake pedal 92. It may be acquired as a driver's required braking amount.
- the input rotational speed (Nin) of the continuously variable transmission (40) mounted on the vehicle (10) is equal to the target input rotational speed (Nin).
- the continuously variable transmission control device that controls the continuously variable transmission (40) so as to coincide with * the continuously variable transmission (40) of the continuously variable transmission (40) is controlled in response to the depression of the brake pedal (92) by the driver.
- Target input speed setting means for setting the target input speed (Nin *) so that the speed ratio ( ⁇ ) continuously changes to the downshift side a plurality of times, the speed ratio ( ⁇ ) While the downshift that changes stepwise is continuously performed, the target input rotation speed (Nin *) is set such that the interval between the successive downshifts increases as the number of downshifts increases.
- Target input to set A rotation speed setting means (21, S150, S240 to S320) is provided.
- the target input rotation speed so that the transmission ratio of the continuously variable transmission continuously changes to the downshift side a plurality of times according to the depression operation of the brake pedal by the driver of the vehicle.
- the vehicle state during deceleration (for example, deceleration G, engine sound, etc.) can be changed rhythmically to improve the atmospheric deceleration feeling felt by the driver, that is, the deceleration rhythm.
- the driver's intention to decelerate gradually decreases even when the brake pedal is depressed.
- the control device of the present disclosure allows the interval between successive downshifts to increase as the number of executions of the downshift increases while the downshift that changes the gear ratio stepwise is continuously performed. Set the target input speed so that becomes longer.
- the interval between successive downshifts is shortened to quickly change the vehicle state (for example, deceleration G, engine sound, etc.), and to reduce the deceleration intention.
- the interval between successive downshifts can be lengthened to moderate the change in the vehicle state. As a result, it becomes possible to further improve the rhythm of deceleration. Therefore, according to the control device of the present disclosure, it is possible to further improve the feeling of deceleration and drivability during braking of a vehicle equipped with a continuously variable transmission.
- the control device may further include required braking amount acquisition means (S100 to S130) for acquiring a required braking amount (Pmc) of the driver when the brake pedal (92) is depressed.
- the rotational speed setting means (21, S150, S240 to S320) is configured to reduce the target input rotational speed (Nin *) so that the interval between successive downshifts becomes shorter as the required braking amount (Pmc) increases. May be set.
- the target input speed is set so that the greater the required braking amount, the shorter the interval between successive downshifts, the vehicle state during deceleration will be more appropriately determined according to the driver's intention to decelerate. It can be changed.
- the target input rotation speed setting means increases the input rotation speed (Nin) from the downshift start timing as the number of downshift executions increases.
- the target input rotational speed (Nin *) may be set so that the ascending gradient becomes smaller.
- the rising speed of the input rotation speed is increased to change the vehicle state (for example, deceleration G, engine sound, etc.) quickly, and in addition to the decrease in deceleration intention.
- the rising gradient can be reduced to moderate the change in the vehicle state. As a result, it becomes possible to further improve the rhythm of deceleration.
- the target input rotation speed setting means increases the required braking amount (Pmc) of the driver when the brake pedal (92) is depressed in each downshift.
- the target input rotational speed (Nin *) may be set so that the ascending gradient increases.
- the target input rotational speed is set so that the rising gradient in each downshift increases as the required braking amount increases, the vehicle state during deceleration is changed more appropriately according to the driver's intention to decelerate. It becomes possible.
- control device (21) is configured such that the input braking speed (Nin) after the required braking amount (Pmc) and the gear ratio ( ⁇ ) are step-shifted to the downshift side every plurality of downshifts.
- a target post-shift speed map that defines the relationship with the target post-shift speed (Ntag (n)), the required braking amount (Pmc) for each of a plurality of downshifts, Ascending gradient map that defines the relationship with the target ascending gradient ( ⁇ Nup (n) in downshifting, the required braking amount (Pmc), and the downshifting interval (tint (n)) for each of a plurality of downshifts
- the target input speed setting means (21, S150, S240 to s320) may be depressed by the driver so that the brake pedal (92) is depressed.
- the target post-shift speed (Ntag (n)) corresponding to the required braking amount (Pmc) is obtained from the target post-shift speed map for each downshift, and from the ascending gradient map.
- the target ascending gradient ( ⁇ Nup (n)) corresponding to the required braking amount (Pmc) for each downshift is acquired, and the required braking amount (Pmc) for each downshift from the shift interval map.
- the corresponding downshift interval (tint (n)) may be acquired, and when the downshift start timing corresponding to the interval (tint (n)) arrives, the input rotation speed (Nin) is Up to the target post-shift speed (Ntag (n)) corresponding to the downshift with the target climb gradient ( ⁇ Nup (n)) corresponding to the downshift
- the target input rotational speed (Nin *) may be set so as to increase.
- the target post-shift speed map increases each time the target post-shift speed (Ntag (n)) increases as the number of downshifts increases, and increases as the required braking amount (Pmc) increases.
- the target post-shift speed (Ntag (n)) in the downshift may be increased, and the target input speed setting means (21, S150 to S190, S240, S250) performs the first downshift.
- the difference ( ⁇ N) between the corresponding rotation speed after target shift (Ntag (1)) and the input rotation speed (Nin) when the driver depresses the brake pedal (92) is based on a predetermined value ( ⁇ Nref).
- the post-shift speed (Ntag (k)) corresponding to the downshift after the time when the difference ( ⁇ N) is equal to or greater than the predetermined value ( ⁇ Nref) is used.
- Target input rotational speed (Nin *) may be set.
- the amount of increase in the input rotational speed at each downshift (especially the first) downshifting and the down speed are reduced according to the required braking amount by the driver and the input rotational speed when the brake pedal is depressed by the driver.
- the maximum number of shift executions can be set appropriately.
- control device (21) has a stepless speed change mode in which the speed change ratio ( ⁇ ) is changed steplessly, and the speed change ratio ( ⁇ ) is stepped according to at least a depression operation of the brake pedal (92).
- mode selection switch (100) that allows the driver to select the step-variable transmission mode that is automatically changed.
- the gear ratio of the continuously variable transmission is changed steplessly under the normal mode to improve the fuel efficiency of the vehicle, while the gear ratio is changed stepwise under the sports mode. It becomes possible to improve drivability.
- the input rotation speed (Nin) of the continuously variable transmission (40) mounted on the vehicle (10) matches the target input rotation speed (Nin *).
- the gear ratio ( ⁇ ) of the continuously variable transmission (40) decreases in accordance with the depression operation of the brake pedal (92) by the driver.
- the target input rotation speed (Nin *) is set so that the interval between the successive downshifts becomes longer as the number of downshift executions (n) increases. Including steps Is.
- the vehicle state for example, deceleration G, engine sound, etc.
- the atmospheric deceleration feeling felt by the driver that is, the deceleration rhythm. It is possible to improve the feeling.
- the interval between successive downshifts is shortened to quickly change the vehicle state (for example, deceleration G, engine sound, etc.), and to reduce the deceleration intention.
- the interval between successive downshifts can be lengthened to moderate the change in the vehicle state.
- the invention of the present disclosure can be used in the manufacturing industry of continuously variable transmissions.
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Abstract
Description
Claims (8)
- 車両に搭載される無段変速機の入力回転数が目標入力回転数に一致するように前記無段変速機を制御する無段変速機の制御装置において、
運転者によるブレーキペダルの踏み込み操作に応じて前記無段変速機の変速比がダウンシフト側に連続して複数回ステップ的に変化するように前記目標入力回転数を設定する目標入力回転数設定手段であって、前記変速比をステップ的に変化させるダウンシフトが連続して実行される間に、該ダウンシフトの実行回数が増加するほど、連続する前記ダウンシフト間の間隔が長くなるように前記目標入力回転数を設定する目標入力回転数設定手段を備える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、
前記ブレーキペダルを踏み込んだ際の運転者の要求制動量を取得する要求制動量取得手段を更に備え、
前記目標入力回転数設定手段は、前記要求制動量が大きいほど、連続する前記ダウンシフト間の間隔のそれぞれが短くなるように前記目標入力回転数を設定する無段変速機の制御装置。 - 請求項1または2に記載の無段変速機の制御装置において、
前記目標入力回転数設定手段は、前記ダウンシフトの実行回数が増加するほど、前記ダウンシフトの開始タイミングから前記入力回転数が高まっていく際の上昇勾配が小さくなるように前記目標入力回転数を設定する無段変速機の制御装置。 - 請求項3に記載の無段変速機の制御装置において、
前記目標入力回転数設定手段は、前記ブレーキペダルを踏み込んだ際の運転者の要求制動量が大きいほど、各回の前記ダウンシフトにおける前記上昇勾配が大きくなるように前記目標入力回転数を設定する無段変速機の制御装置。 - 請求項4に記載の無段変速機の制御装置において、
前記制御装置は、
複数回のダウンシフトごとに、前記要求制動量と、前記変速比がダウンシフト側にステップ変化した後の前記入力回転数の目標値である目標変速後回転数との関係を規定する目標変速後回転数マップと、
複数回のダウンシフトごとに、前記要求制動量と、各回の前記ダウンシフトにおける目標上昇勾配との関係を規定する上昇勾配マップと、
複数回のダウンシフトごとに、前記要求制動量と、前記ダウンシフトの間隔との関係を規定する変速間隔マップとを有し、
前記目標入力回転数設定手段は、運転者により前記ブレーキペダルが踏み込まれた際に、前記目標変速後回転数マップから各回の前記ダウンシフトについて前記要求制動量に対応した前記目標変速後回転数を取得し、前記上昇勾配マップから各回の前記ダウンシフトについて前記要求制動量に対応した前記目標上昇勾配を取得し、かつ前記変速間隔マップから各回の前記ダウンシフトについて前記要求制動量に対応した前記ダウンシフトの間隔を取得し、前記間隔に対応した前記ダウンシフトの開始タイミングが到来すると、前記入力回転数が前記ダウンシフトに対応した前記目標上昇勾配で該ダウンシフトに対応した前記目標変速後回転数まで上昇するように前記目標入力回転数を設定する無段変速機の制御装置。 - 請求項5に記載の無段変速機の制御装置において、
前記目標変速後回転数マップは、ダウンシフトの実行回数が増加するほど、前記目標変速後回転数を高くすると共に、前記要求制動量が大きいほど、各回の前記ダウンシフトにおける前記目標変速後回転数を高くし、
前記目標入力回転数設定手段は、1回目のダウンシフトに対応した前記目標変速後回転数と、運転者が前記ブレーキペダルを踏み込んだ際の前記入力回転数との差が所定値よりも小さい場合、前記差が前記所定値以上となる回以降の前記ダウンシフトに対応した前記目標変速後回転数を用いて前記目標入力回転数を設定する無段変速機の制御装置。 - 請求項1から6の何れか一項に記載の無段変速機の制御装置において、
前記変速比が無段階に変更される無段変速モードと、少なくとも前記ブレーキペダルの踏み込み操作に応じて前記変速比がステップ的に変更される有段変速モードとの選択を運転者に許容するモード選択スイッチを更に備える無段変速機の制御装置。 - 車両に搭載される無段変速機の入力回転数が目標入力回転数に一致するように前記無段変速機を制御する無段変速機の制御方法において、
運転者によるブレーキペダルの踏み込み操作に応じて前記無段変速機の変速比がダウンシフト側に連続して複数回ステップ的に変化するように前記目標入力回転数を設定するステップであって、前記変速比をステップ的に変化させるダウンシフトが連続して実行される間に、該ダウンシフトの実行回数が増加するほど、連続する前記ダウンシフト間の間隔が長くなるように前記目標入力回転数を設定するステップを含む無段変速機の制御方法。
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CN201680014480.4A CN107407399B (zh) | 2015-03-27 | 2016-03-15 | 无级变速器的控制装置以及控制方法 |
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