WO2020110658A1 - Dispositif de commande et procédé de commande pour une transmission à variation continue - Google Patents

Dispositif de commande et procédé de commande pour une transmission à variation continue Download PDF

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Publication number
WO2020110658A1
WO2020110658A1 PCT/JP2019/043813 JP2019043813W WO2020110658A1 WO 2020110658 A1 WO2020110658 A1 WO 2020110658A1 JP 2019043813 W JP2019043813 W JP 2019043813W WO 2020110658 A1 WO2020110658 A1 WO 2020110658A1
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WIPO (PCT)
Prior art keywords
rotation
primary
turbine
rotation speed
drum
Prior art date
Application number
PCT/JP2019/043813
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English (en)
Japanese (ja)
Inventor
淳基 松井
Original Assignee
ジヤトコ株式会社
日産自動車株式会社
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Publication date
Application filed by ジヤトコ株式会社, 日産自動車株式会社 filed Critical ジヤトコ株式会社
Priority to JP2020558267A priority Critical patent/JP6913258B2/ja
Publication of WO2020110658A1 publication Critical patent/WO2020110658A1/fr

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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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/68—Inputs being a function of gearing status
    • F16H59/70—Inputs being a function of gearing status dependent on the ratio established
    • 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
    • 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
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • 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

Definitions

  • the present invention relates to a control device and a control method for a continuously variable transmission mounted on a vehicle.
  • a power train control device capable of estimating and calculating an input rotation speed and continuing control even if a turbine sensor of an automatic transmission fails (for example, refer to Patent Document 1).
  • This conventional device normally performs high-precision shift control and line pressure control using the turbine sensor, and estimates and calculates the turbine speed using input information other than the turbine sensor when the turbine sensor fails.
  • the input speed of the automatic transmission is calculated from the vehicle speed signal and the gear ratio.
  • the input torque (pump torque) of the torque converter is obtained by using the engine torque map characteristic, and the input torque of the automatic transmission and the input speed of the automatic transmission are estimated and obtained.
  • the accessory torque value is learned to correct the accessory torque, and the torque due to the inertia moment of the engine is corrected to improve the accuracy of the input speed of the automatic transmission and the input torque of the automatic transmission. Make an estimate.
  • the turbine rotation sensor is not attached, the drum rotation sensor is provided on the drum of the forward/reverse switching mechanism, and the turbine is detected based on the detection values of the drum rotation sensor and the primary pulley rotation sensor. May estimate the rotation speed of.
  • the primary rotation speed is unknown, the gear ratio is also unknown. Therefore, the primary rotation speed cannot be estimated based on the gear ratio, and the turbine rotation speed cannot be estimated.
  • the present invention aims to ensure acquisition of turbine rotation information by estimation when the detection value of the drum rotation sensor or the detection value of the primary rotation sensor is unknown.
  • the present invention includes a torque converter, a forward/reverse switching mechanism, a continuously variable transmission mechanism, and a transmission controller, and the transmission controller executes control using turbine speed information input to the forward/reverse switching mechanism.
  • a control device for a continuously variable transmission comprising: A turbine rotation shaft that connects the turbine runner of the torque converter and the sun gear of the planetary gear, A planetary gear carrier and a ring gear connected through a forward clutch, A drum rotation sensor for detecting the number of rotations of the drum member connected to the ring gear, A primary rotation sensor that detects the rotation speed of a primary rotation shaft that connects the carrier of the planetary gear and the primary pulley, Turbine rotation estimating means for calculating a turbine rotation estimated value of the turbine rotation shaft based on the detection values of the drum rotation sensor and the primary rotation sensor, Turbine rotation estimation means, when the detection value of the drum rotation sensor or the detection value of the primary rotation sensor is unknown, the running/stopped state, the engagement/release state of the forward clutch and reverse brake, the gear ratio of the
  • FIG. 1 is an overall system diagram showing a drive system and a control system of an engine vehicle to which a control device for a continuously variable transmission according to an embodiment is applied.
  • FIG. 9 is a shift schedule diagram showing an example of a D range continuously variable shift schedule used when the continuously variable shift control in the automatic shift mode is executed by the variator. It is a schematic block diagram which shows the control apparatus of the Example in which control using turbine rotation speed information is performed in a CVT control unit. It is a flowchart which shows the flow of a turbine rotation estimated value calculation process performed by the turbine rotation estimation part of a CVT control unit.
  • FIG. 7 is a collinear diagram of the forward/reverse switching mechanism showing a scene in which the abnormality determination of the drum rotation sensor and the primary rotation sensor is prohibited.
  • FIG. 7 is a collinear diagram of a forward/reverse switching mechanism showing a calculation process of a turbine rotation estimated value when both the detection value of the drum rotation sensor and the detection value of the primary rotation sensor can be used.
  • FIG. 7 is a collinear diagram of a forward/reverse switching mechanism showing a calculation process of a turbine rotation estimated value when the detection value of the drum rotation sensor or the detection value of the primary rotation sensor is unknown during engagement traveling of the forward clutch (FWD/C). .. FIG.
  • FIG. 6 is a collinear diagram of a forward/reverse switching mechanism showing a calculation process of a turbine rotation estimated value when the detection value of the drum rotation sensor or the detection value of the primary rotation sensor is unknown during engagement travel of the reverse brake (REV/B). .. Forward clutch (FWD/C) and reverse brake (REV/B) are disengaged. During forward/backward, the turbine rotation estimated value calculation process is performed when the drum rotation sensor detection value or primary rotation sensor detection value is unknown. It is an alignment chart of a switching mechanism.
  • FIG. 6 is a collinear diagram of a forward/reverse switching mechanism showing a calculation process of a turbine rotation estimated value when the detection value of the drum rotation sensor or the detection value of the primary rotation sensor is unknown while the forward clutch (FWD/C) is engaged and stopped.
  • FIG. 6 is a collinear diagram of a forward/reverse switching mechanism showing a calculation process of a turbine rotation estimated value when the detection value of the drum rotation sensor or the detection value of the primary rotation sensor is unknown while the reverse brake (REV/B) is engaged and stopped.
  • Forward clutch (FWD/C) and reverse brake (REV/B) are disengaged. While the vehicle is stopped, the turbine rotation estimated value calculation process when the drum rotation sensor detection value or the primary rotation sensor detection value is unknown is indicated. It is an alignment chart of a switching mechanism.
  • the control device in the embodiment is applied to a small engine vehicle equipped with a belt type continuously variable transmission including a torque converter, a forward/reverse switching mechanism, a variator, and a final reduction mechanism.
  • a torque converter a forward/reverse switching mechanism
  • a variator a variator
  • a final reduction mechanism a final reduction mechanism.
  • FIG. 1 shows a drive system and a control system of an engine vehicle to which a control device for a continuously variable transmission according to an embodiment is applied.
  • the overall system configuration will be described below with reference to FIG.
  • a drive system of an engine vehicle includes an engine 1, a torque converter 2, a forward/reverse switching mechanism 3, a variator 4, a final reduction mechanism 5, and drive wheels 6 and 6.
  • the belt type continuously variable transmission CVT is configured by incorporating a torque converter 2, a forward/reverse switching mechanism 3, a variator 4, and a final reduction mechanism 5 in a transmission case (not shown).
  • the engine 1 can control the output torque by an engine control signal from the outside, in addition to the control of the output torque by the accelerator operation by the driver.
  • the engine 1 has an output torque control actuator 10 that controls torque by opening/closing a throttle valve, cutting fuel, or the like. For example, the fuel cut control is executed during coast running by the accelerator foot release operation.
  • the torque converter 2 is a starting element with a fluid coupling having a torque amplification function and a torque fluctuation absorption function.
  • the torque converter 2 includes a pump impeller 23, a turbine runner 24, and a stator 26 as constituent elements.
  • the pump impeller 23 is connected to the engine output shaft 11 via the converter housing 22.
  • the turbine runner 24 is connected to the turbine rotating shaft 21.
  • the stator 26 is provided in the transmission case via the one-way clutch 25.
  • the forward/reverse switching mechanism 3 is a mechanism that switches the input rotation direction to the variator 4 between the forward rotation direction when traveling forward and the reverse rotation direction when traveling backward.
  • the forward/reverse switching mechanism 3 includes a double pinion type planetary gear 30, a forward clutch 31 including a plurality of clutch plates, and a reverse brake 32 including a plurality of brake plates.
  • the forward clutch 31 is hydraulically engaged by the forward clutch pressure Pfc when the forward traveling range such as the D range is selected.
  • the reverse brake 32 is hydraulically engaged by the reverse brake pressure Prb when the reverse traveling range such as the R range is selected.
  • the forward clutch 31 and the reverse brake 32 are both released by draining the forward clutch pressure Pfc and the reverse brake pressure Prb when the N range (neutral range) is selected.
  • the variator 4 includes a primary pulley 42, a secondary pulley 43, and a belt 44, and a continuously variable transmission that continuously changes a gear ratio (ratio between variator input rotation and variator output rotation) by a change in belt contact diameter. Equipped with mechanical capabilities.
  • the belt 44 is stretched around the V-shaped sheave surface of the primary pulley 42 and the V-shaped sheave surface of the secondary pulley 43.
  • This belt 44 is formed by two sets of laminated rings in which a plurality of annular rings are superposed from the inside to the outside and a punched plate material, and is attached by being laminated along the two sets of laminated rings in an annular shape by sandwiching them.
  • the belt 44 may be a chain type belt in which a large number of chain elements arranged in the pulley traveling direction are connected by a pin penetrating in the pulley axial direction.
  • the final deceleration mechanism 5 is a mechanism that decelerates the secondary output rotation from the secondary rotation shaft 41 and imparts a differential function to the left and right drive wheels 6 and 6.
  • the final reduction gear mechanism 5 is, as a reduction gear mechanism, an output gear 52 provided on the secondary rotary shaft 41, an idler gear 53 and a reduction gear 54 provided on the idler shaft 50, and a final gear provided on an outer peripheral position of the differential case. And a gear 55.
  • the differential gear mechanism has a differential gear 56 interposed between the left and right drive shafts 51, 51.
  • the control system of the engine vehicle includes a hydraulic control unit 7, a CVT control unit 8 (abbreviation “CVTCU”), and an engine control unit 9 (abbreviation “ECU”).
  • the CVT control unit 8 and the engine control unit 9, which are electronic control systems, are connected by a CAN communication line 13 capable of exchanging information with each other.
  • the hydraulic control unit 7 controls the primary pressure Ppri guided to the primary pressure chamber 45, the secondary pressure Psec guided to the secondary pressure chamber 46, the forward clutch pressure Pfc to the forward clutch 31, the reverse brake pressure Prb to the reverse brake 32, and the like. It is a unit that regulates pressure.
  • the hydraulic control unit 7 includes an oil pump 70 that is rotationally driven by the engine 1, and a hydraulic control circuit 71 that regulates various control pressures based on the discharge pressure from the oil pump 70. As the oil pump, the oil pump 70 and the electric oil pump may be used together.
  • the hydraulic control circuit 71 includes a line pressure solenoid valve 72, a primary pressure solenoid valve 73, a secondary pressure solenoid valve 74, a select solenoid valve 75, and a lockup pressure solenoid valve 76.
  • the solenoid valves 72, 73, 74, 75, 76 perform pressure adjustment operation according to a control command value (instruction current) output from the CVT control unit 8.
  • the line pressure solenoid valve 72 regulates the discharge pressure from the oil pump 70 to the instructed line pressure PL according to the line pressure command value output from the CVT control unit 8.
  • the line pressure PL is an original pressure when adjusting various control pressures, and is a hydraulic pressure that suppresses belt slip and clutch slip with respect to the torque transmitted through the drive system.
  • the primary pressure solenoid valve 73 adjusts the primary pressure command value output from the CVT control unit 8 to the commanded primary pressure Ppri using the line pressure PL as the source pressure.
  • the secondary pressure solenoid valve 74 reduces and adjusts the secondary pressure command value output from the CVT control unit 8 to the commanded secondary pressure Psec using the line pressure PL as the source pressure.
  • the select solenoid valve 75 adjusts the pressure to the forward clutch pressure Pfc or the backward brake pressure Prb commanded with the line pressure PL as the original pressure in accordance with the forward clutch pressure command value or the backward brake pressure command value output from the CVT control unit 8. To do.
  • the lockup pressure solenoid valve 76 regulates the LU command pressure Plu that engages/disengages/releases the lockup clutch 20 according to the command current Alu output from the CVT control unit 8.
  • the CVT control unit 8 performs line pressure control, shift control, forward/reverse switching control, lockup control, etc.
  • line pressure control a command value for obtaining a target line pressure according to the accelerator opening etc. is output to the line pressure solenoid valve 72.
  • shift control when the target gear ratio (target primary rotation NPRI*) is determined, a command value for obtaining the determined target gear ratio (target primary rotation NPRI*) is output to the primary pressure solenoid valve 73 and the secondary pressure solenoid valve 74.
  • a command value for controlling engagement/disengagement of the forward clutch 31 and the reverse brake 32 is output to the select solenoid valve 75 according to the selected range position.
  • lockup control a command current Alu for controlling the LU command pressure Plu for engaging/slip-engaging/releasing the lockup clutch 20 is output to the lockup pressure solenoid valve 76.
  • the sensor information and switch information from the primary rotation sensor 90, the vehicle speed sensor 91, the secondary pressure sensor 92, the oil temperature sensor 93, the inhibitor switch 94, the brake switch 95, and the drum rotation sensor 96 are input to the CVT control unit 8. Further, sensor information from the secondary rotation sensor 97, the primary pressure sensor 98, the wheel speed sensor 99, etc. is input.
  • the sensor information from the engine rotation sensor 12, the accelerator opening sensor 14, etc. is input to the engine control unit 9.
  • the CVT control unit 8 requests the engine rotation information and the accelerator opening information to the engine control unit 9
  • the CVT control unit 8 receives the information on the engine speed NENG and the accelerator opening APO via the CAN communication line 13. Further, when the engine torque information is requested to the engine control unit 9, the estimated engine torque Te information is received via the CAN communication line 13.
  • the engine control unit 9 limits the upper limit torque of the engine 1 according to the request by the intake air amount control or the ignition timing retard control.
  • FIG. 2 shows an example of a D range continuously variable shift schedule used when the variator 4 executes the continuously variable shift control in the automatic shift mode when the D range is selected.
  • D-range shift mode is an automatic shift mode in which the gear ratio is automatically and steplessly changed according to the vehicle operating condition.
  • the shift control in the "D range shift mode” is performed at the operating point (on the D range continuously variable shift schedule of Fig. 2 specified by the vehicle speed VSP (vehicle speed sensor 91) and the accelerator opening APO (accelerator opening sensor 14).
  • VSP, APO determines the target primary speed NPRI*. Then, the actual primary rotation speed NPRI from the primary rotation sensor 90 is controlled by feedback control of the pulley hydraulic pressure to match the target primary rotation speed NPRI*.
  • the speed ratio is represented by the slope of the speed ratio line drawn from the zero operating point, as is clear from the lowest speed ratio line and the highest speed ratio line of the D range continuously variable speed change schedule. Therefore, determining the target primary speed NPRI* according to the operating point (VSP, APO) determines the target gear ratio of the variator 4.
  • the D-range continuously variable shift schedule used in the "D-range shift mode” is, as shown in FIG. It is set to continuously change the gear ratio within the range.
  • the target primary speed NPRI* increases and shifts in the downshift direction
  • the target primary speed NPRI* decreases and increases. Shift in the shift direction.
  • the accelerator opening APO is constant, the vehicle shifts in the upshift direction when the vehicle speed VSP increases, and shifts in the downshift direction when the vehicle speed VSP decreases.
  • FIG. 3 shows a control device of an embodiment in which control using the turbine speed information is executed in the CVT control unit 8.
  • control using the turbine speed information is executed in the CVT control unit 8.
  • the drive system to which the control device of the embodiment is applied includes an engine 1 (driving drive source), a torque converter 2, a forward/reverse switching mechanism 3, and a variator 4 (continuously variable transmission mechanism).
  • the final reduction mechanism 5 and the drive wheels 6 are provided.
  • the control system to which the control device of the embodiment is applied includes a CVT control unit 8 (transmission controller), an engine control unit 9, a primary pressure solenoid valve 73, a secondary pressure solenoid valve 74. , And a select solenoid valve 75.
  • the CVT control unit 8 and the engine control unit 9 are connected by a CAN communication line 13.
  • Information from the primary rotation sensor 90, the vehicle speed sensor 91, the drum rotation sensor 96, the secondary rotation sensor 97, etc. is input to the CVT control unit 8.
  • Information from the engine rotation sensor 12, the accelerator opening sensor 14, etc. is input to the engine control unit 9.
  • the CVT control unit 8 has many basic controls/functions such as lockup control, select control, idle stop control/coast stop control, and self-diagnosis function as controls using turbine speed information. Refer to.
  • the forward/reverse switching mechanism 3 is interposed between the torque converter 2 and the variator 4, and has a double pinion type planetary gear 30 (planetary gear), a forward clutch 31, and a reverse brake 32.
  • the double pinion type planetary gear 30 has a sun gear S, a carrier C, and a ring gear R as three rotating members whose rotational speed relationships are defined by linear characteristic lines in the collinear chart.
  • the forward/reverse switching mechanism 3 includes a turbine rotation shaft 21, a drum rotation sensor 96, and a primary rotation sensor 90.
  • the turbine rotary shaft 21 connects the turbine runner 24 of the torque converter 2 and the sun gear S of the double pinion type planetary gear 30.
  • the rotation speed of the turbine rotation shaft 21 is the turbine rotation speed NTBN.
  • the rotation speed of the engine output shaft 11 that connects the engine 1 and the pump impeller 23 of the torque converter 2 is the engine rotation speed NENG.
  • the drum rotation sensor 96 detects the rotation of the drum member 33 that connects the carrier C of the double pinion type planetary gear 30 and the ring gear R via the forward clutch 31.
  • the reverse brake 32 is disposed between the ring gear R of the double pinion type planetary gear 30 and the transmission case.
  • the primary rotation sensor 90 detects the rotation of the primary rotation shaft 40 that connects the carrier C of the double pinion type planetary gear 30 and the primary pulley 42.
  • the rotation speed of the primary rotation shaft 40 is the primary rotation speed NPRI.
  • the rotation speed of the secondary rotation shaft 41 connected to the secondary pulley 43 is the secondary rotation speed NSEC.
  • the CVT control unit 8 has a turbine rotation estimation unit 80 (turbine rotation estimation means) that calculates a turbine rotation estimated value NTBN′ of the turbine rotation shaft 21 based on the detection values of the drum rotation sensor 96 and the primary rotation sensor 90.
  • a turbine rotation estimation unit 80 turbine rotation estimation means
  • the turbine rotation speed information is calculated based on the detected values of the drum rotation sensor 96 and the primary rotation sensor 90 instead of the detected value of the turbine rotation sensor.
  • Estimated value NTBN' is used.
  • the turbine rotation estimation unit 80 determines the turbine rotation estimation value NTBN′ by the unknown one rotation estimation value and the other sensor detection value. calculate. At this time, the rotation estimated value is estimated using at least two of the running/stopped state, the engaged/released state of the forward clutch 31 and the reverse brake 32, and the gear ratio of the variator 4.
  • the traveling scene is divided into a forward clutch 31 engagement scene, a reverse brake 32 engagement scene, and a forward clutch 31 and reverse brake 32 release scene while traveling. Then, even when the vehicle is stopped, it is divided into the engagement scene of the forward clutch 31, the engagement scene of the reverse brake 32, and the release scene of the forward clutch 31 and the reverse brake 32.
  • the turbine rotation estimated value NTBN′ is divided into each of six scenes, and in each scene, the detection value of the drum rotation sensor 96 is unknown and the detection value of the primary rotation sensor 90 is unknown. Calculated separately for and.
  • the transitional scene of the engagement ⁇ release of the forward clutch 31 and the reverse brake 32 or the transitional scene of the release ⁇ engagement is dealt with by switching the turbine speed information in three scenes according to the range position. Further, when the forward clutch 31 and the reverse brake 32 are released and the rotation constraint condition is not determined on the collinear chart, the turbine rotation estimated value NTBN' is calculated without calculating the turbine rotation estimated value NTBN'.
  • the turbine rotation estimated value NTBN' is considered and estimated like the rotation speed NENG.
  • FIG. 4 shows a flow of turbine rotation estimated value calculation processing executed by the turbine rotation estimation unit 80 of the CVT control unit 8 of the embodiment. Hereinafter, each step of FIG. 4 will be described.
  • preconditions are the detection conditions of the engine speed NENG and the input conditions of the soft switch.
  • OBD On-Board Diagnostics
  • S2 following the YES judgment in S1, it is judged whether the scene is other than the sensor abnormality judgment prohibited scene. If YES (other than the sensor abnormality determination prohibited scene), the process proceeds to S3. If NO (sensor abnormality determination prohibited scene), the process returns to S1.
  • the "sensor abnormality determination prohibited scene” means a scene in which the drum rotation sensor 96 does not detect the drum rotation speed NDRUM even in a normal state, or the drum rotation speed NDRUM is low rotation and the primary rotation speed NPRI is low rotation. Say the scene.
  • the specific scenes of the "sensor abnormality determination prohibited scene” are the following scenes (1) to (7) and correspond to (1) to (7) shown in FIG.
  • the forward clutch 31 is called “FWD/C” and the reverse brake 32 is called “REV/B".
  • FWD/C forward clutch 31
  • REV/B reverse brake 32
  • the vehicle Moving forward with the conclusion of REV/B.
  • the vehicle Moving backward with REV/B concluded, and the vehicle is not traveling REV/B.
  • (6) Moving forward without REV/B (when the engine stall under the worst conditions and the turbine speed is 0 rpm, the planet is outside the detection range). (7) Turbine speed reverses when REV/B is not engaged (engine 1 does not reverse).
  • whether the sensor detection value is unknown or not is determined by determining the disconnection abnormality of each of the drum rotation sensor 96 and the primary rotation sensor 90, and continuously outputting the rotation speed of zero despite the rotation abnormality. If it is determined that the sensor detection value is unknown.
  • the turbine rotation speed estimated value NTBN' is calculated from the drum rotation speed NDRUM from the drum rotation sensor 96, the primary rotation speed NPRI from the primary rotation sensor 90, and the rotation speed relationship in the alignment chart. Calculate and proceed to return.
  • whether the vehicle is running or stopped is determined by the sensor detection value from the secondary rotation sensor 97. Specifically, when the secondary rotation speed NSEC is converted into the vehicle speed VSP, it is determined that the vehicle speed VSP is running when it is equal to or higher than the vehicle stop determination threshold value VSP1, and it is determined that the vehicle speed VSP is less than the vehicle stop determination threshold value VSP1. It is determined that the vehicle speed VSP is running when it is equal to or higher than the vehicle stop determination threshold value VSP1, and it is determined that the vehicle speed VSP is less than the vehicle stop determination threshold value VSP1. It
  • the forward clutch 31 is in the engaged state. If YES (during FWD/C running), proceed to S8. If NO (during FWD/C release), proceed to S7.
  • the engaged state of the forward clutch 31 is determined by, for example, the select range position being the forward traveling range such as the D range, the L range, or the S range.
  • the primary speed NPRI calculated from the collinear diagram is the primary speed upper limit value calculated from the secondary speed NSEC and the lowest gear ratio of the variator 4, and the primary speed NPRI calculated from the secondary speed NSEC and the highest gear ratio of the variator 4. Limited by the lower limit of rotation speed.
  • the forward clutch 31 is in the engaged state. If YES (while the FWD/C is stopped and stopped), proceed to S13, and if NO (when the FWD/C is released and stopped), proceed to S12.
  • the engaged state of the forward clutch 31 is determined by, for example, the select range position being the forward traveling range such as the D range, the L range, or the S range.
  • the reverse brake 32 is in the engaged state. If YES (when REV/B is stopped), proceed to S14, and if NO (when FWD/C and REV/B are released), proceed to S15.
  • the engagement state of the reverse brake 32 is determined by, for example, the select range position being the R range which is the reverse traveling range.
  • the forward/reverse switching mechanism of the comparative example is disposed between a torque converter and a variator (not shown), and includes a double pinion type planetary gear, a forward clutch, and a reverse brake.
  • the double pinion type planetary gear has a sun gear S, a carrier C, and a ring gear R.
  • the forward clutch is provided at an intermediate position of the member connecting the sun gear S of the double pinion type planetary gear and the carrier C.
  • the reverse brake is arranged between the ring gear R and the transmission case.
  • the turbine rotation sensor detects the rotation speed of the turbine rotation shaft that connects the turbine runner of the torque converter and the sun gear S.
  • the primary rotation sensor detects the rotation of the primary rotation shaft that connects the carrier C and the primary pulley of the variator.
  • the position of the forward clutch is at the middle position of the member connecting the sun gear S and the carrier C.
  • the position of the forward clutch is set to the middle position of the drum member 33 that connects the ring gear R and the carrier C, and the torque converter is aimed at a compact layout. And the setting interval between the forward/reverse switching mechanism is narrowed.
  • the setting position of the forward clutch is changed, so that the turbine rotation sensor provided in the forward/reverse switching mechanism of the comparative example cannot be provided in a layout. Therefore, a drum rotation sensor is provided instead of the turbine rotation sensor, and the turbine rotation speed information is estimated from the drum rotation speed and the primary rotation speed by using the rotation speed relationship based on the alignment chart of the double pinion type planetary gear. ..
  • the present inventor clarifies a scene in which the turbine rotation speed cannot be correctly read due to a change in the sensor position from the viewpoint of hardware, and refers to the turbine rotation speed and a derived signal from the viewpoint of software. The control was extracted and its effect was confirmed. The turbine rotation speed information can be acquired even if only one of the drum rotation speed and the primary rotation speed is unknown.
  • the detected value of the drum rotation sensor 96 or the detected value of the primary rotation sensor 90 is unknown, at least two of the running/stopped state, the engaged/released state of the forward clutch 31 and the reverse brake 32, and the gear ratio of the variator 4 are determined. One of them is used to estimate the rotation speed of an unknown detected value, and calculate the turbine rotation estimated value NTBN′ from the estimated rotation estimated value and the other sensor detected value.
  • the detected value of the drum rotation sensor 96 or the detected value of the primary rotation sensor 90 is unknown, at least two of the running/stopped state, the engaged state of the forward clutch 31 or the reverse brake 32, and the gear ratio of the variator 4 are determined. Can be used to estimate the drum speed or primary speed. That is, the rotation speed of the carrier C of the forward/reverse switching mechanism 3 becomes positive in the traveling state, and the rotation speed of the carrier C of the forward/reverse switching mechanism 3 becomes zero in the stopped state.
  • the forward clutch 31 is engaged, the three elements S, C, R of the forward/reverse switching mechanism 3 have the same rotational speed.
  • the detection value of the drum rotation sensor 96 or the detection value of the primary rotation sensor 90 is unknown, it is possible to ensure acquisition of turbine rotation information by estimation.
  • the detection value of the drum rotation sensor 96 or the detection value of the primary rotation sensor 90 is unknown, it is possible to continue the control using the turbine rotation speed information referred to by many basic controls/functions. Specifically, for example, during execution of basic control/functions such as lock-up control, select control, idle stop control/coast stop control, self-diagnosis function, etc., the detection value of the drum rotation sensor 96 or the detection of the primary rotation sensor 90 is detected. Even if the value becomes unknown, the basic control/function can continue to be executed.
  • FIG. 7 shows the calculation processing of the turbine rotation estimated value NTBN′ when both the detection value of the drum rotation sensor 96 and the detection value of the primary rotation sensor 90 can be used.
  • the turbine rotation estimation value calculation operation in a normal scene where two sensor detection values can be used will be described with reference to FIGS. 4 and 7.
  • the turbine rotation estimated value NTBN' is calculated from the drum rotation speed NDRUM from the drum rotation sensor 96, the primary rotation speed NPRI from the primary rotation sensor 90, and the rotation speed relationship in the alignment chart.
  • the tooth number ratio ⁇ is obtained by the formula of (the number of teeth of the sun gear S) ⁇ (the number of teeth of the ring gear R).
  • the turbine rotation estimated value NTBN' becomes according to the magnitude of the drum rotation speed NDRUM or the primary rotation speed NPRI, as shown in the collinear characteristic D in FIG. 7. , And matches the drum speed NDRUM or the primary speed NPRI.
  • FIG. 8 shows the calculation processing of the turbine rotation estimated value NTBN′ when the detection value of the drum rotation sensor 96 or the detection value of the primary rotation sensor 90 is unknown during the engagement travel of the forward clutch (FWD/C).
  • FWD/C forward clutch
  • the process proceeds to S1 ⁇ S2 ⁇ S3 ⁇ S5 ⁇ S6 ⁇ S8 ⁇ Return.
  • the drum rotation speed NDRUM is unknown
  • the drum rotation speed NDRUM is replaced with the primary rotation speed NPRI to calculate the turbine rotation speed estimated value NTBN' as shown by the solid line characteristic in Fig. 8(c).
  • the turbine rotation speed estimated value NTBN' is calculated by replacing the primary rotation speed NPRI with the drum rotation speed NDRUM as shown by the solid line characteristic in FIG. 8(c).
  • the calculated turbine rotation speed estimated value NTBN' matches the actual turbine rotation speed NTBN.
  • the input torque is not overestimated when the drum rotation speed NDRUM is unknown as in the case of relying on the recognition of the CVT control unit 8, and the deterioration of fuel efficiency due to the increase in hydraulic pressure can be prevented.
  • the input torque is not underestimated when the primary rotation speed NPRI is unknown, and the occurrence of slippage of the forward clutch 31 and the belt 44 due to the reduction of the hydraulic pressure. It can be prevented.
  • FIG. 9 shows the calculation processing of the turbine rotation estimated value NTBN′ when the detection value of the drum rotation sensor 96 or the detection value of the primary rotation sensor 90 is unknown during the engagement travel of the reverse brake (REV/B).
  • REV/B reverse brake
  • the precondition is satisfied, it is outside the sensor abnormality determination prohibited scene, and the detection value of the drum rotation sensor 96 or the detection value of the primary rotation sensor 90 is unknown while the reverse brake 32 is engaged.
  • the process proceeds to S1 ⁇ S2 ⁇ S3 ⁇ S5 ⁇ S6 ⁇ S7 ⁇ S9 ⁇ Return.
  • the drum speed NDRUM is unknown
  • the primary speed NPRI is estimated and calculated by the lowest speed ratio of the variator 4 and the secondary speed NSEC.
  • the turbine rotation estimated value NTBN' is calculated from the primary rotation estimated value NPRI' and the reverse gear ratio (R gear ratio).
  • the calculated turbine rotation speed NTBN' will match the actual turbine rotation speed NTBN when the drum rotation speed NDRUM is unknown. Then, the calculated turbine rotation speed estimated value NTBN' is enhanced in agreement with the actual turbine rotation speed NTBN when the primary rotation speed NPRI is unknown. In other words, when the primary rotation speed NPRI is unknown, the input torque is not overestimated as in the case where the CVT control unit 8 is left to be recognized, and the deterioration of fuel efficiency due to the increase in hydraulic pressure can be prevented.
  • FIG. 10 is a turbine rotation estimated value NTBN when the detection value of the drum rotation sensor 96 or the detection value of the primary rotation sensor 90 is unknown during the disengagement travel of the forward clutch (FWD/C) and the reverse brake (REV/B). 'Shows the calculation process.
  • the turbine rotation estimated value calculation operation in the open traveling scene in which the sensor detection value is unknown will be described with reference to FIGS. 4 and 10.
  • the precondition is satisfied, it is outside the sensor abnormality determination prohibited scene, and the detection value of the drum rotation sensor 96 or the detection value of the primary rotation sensor 90 is unknown while the forward clutch 31 and the reverse brake 32 are disengaged.
  • the process proceeds to S1 ⁇ S2 ⁇ S3 ⁇ S5 ⁇ S6 ⁇ S7 ⁇ S10 ⁇ Return.
  • the primary rotation speed NPRI calculated from the collinear chart is calculated from the primary rotation speed upper limit value calculated from the secondary rotation speed NSEC and the lowest gear ratio of the variator 4, and the secondary rotation speed NSEC and the highest gear ratio of the variator 4. It is limited by the lower limit of primary speed.
  • the estimated turbine speed NTBN' is regarded as the engine speed NENG, as shown by the solid line characteristics in Fig. 10(c).
  • the turbine rotation speed estimated value NTBN' is regarded as the engine rotation speed NENG, as in the case where the drum rotation speed NDRUM is unknown, as shown by the solid line characteristic in FIG. 10(c).
  • FIG. 11 shows the calculation processing of the turbine rotation estimated value NTBN′ when the detection value of the drum rotation sensor 96 or the detection value of the primary rotation sensor 90 is unknown while the forward clutch (FWD/C) is engaged and stopped.
  • the turbine rotation estimated value calculation operation in the forward clutch engagement/stop scene where the sensor detection value is unknown will be described with reference to FIGS. 4 and 11.
  • the precondition is satisfied, it is outside the sensor abnormality determination prohibited scene, and the detection value of the drum rotation sensor 96 or the detection value of the primary rotation sensor 90 is unknown while the forward clutch 31 is engaged and stopped.
  • the process proceeds to S1 ⁇ S2 ⁇ S3 ⁇ S5 ⁇ S11 ⁇ S13 ⁇ Return.
  • the drum rotation speed NDRUM is unknown
  • the primary rotation speed NPRI is unknown
  • FIG. 12 shows calculation processing of the turbine rotation estimated value NTBN′ when the detection value of the drum rotation sensor 96 or the detection value of the primary rotation sensor 90 is unknown while the reverse brake (REV/B) is engaged and stopped.
  • the operation of the turbine rotation estimated value calculation operation in the reverse brake engagement/stop scene in which the sensor detection value is unknown will be described with reference to FIGS.
  • the precondition is satisfied, it is outside the sensor abnormality determination prohibited scene, and the detection value of the drum rotation sensor 96 or the detection value of the primary rotation sensor 90 is unknown while the reverse brake 32 is engaged and stopped.
  • the process proceeds to S1 ⁇ S2 ⁇ S3 ⁇ S5 ⁇ S11 ⁇ S12 ⁇ S14 ⁇ Return.
  • FIG. 13 is a turbine rotation estimated value NTBN when the detection value of the drum rotation sensor 96 or the detection value of the primary rotation sensor 90 is unknown while the forward clutch (FWD/C) and the reverse brake (REV/B) are released and stopped. 'Shows the calculation process.
  • FWD/C forward clutch
  • REV/B reverse brake
  • the precondition is satisfied, it is outside the sensor abnormality determination prohibited scene, and the detection value of the drum rotation sensor 96 or the detection value of the primary rotation sensor 90 is unknown while the forward clutch 31 and the reverse brake 32 are released and stopped.
  • the process proceeds to S1 ⁇ S2 ⁇ S3 ⁇ S5 ⁇ S11 ⁇ S12 ⁇ S15 ⁇ return.
  • the drum rotation speed NDRUM is unknown
  • the rotation speed of each rotating member S, C, R is determined by the balance of forces when the accelerator is operated. It can be estimated basically by considering
  • the rotation speed of each rotating member S, C, R is determined by the balance of force when the accelerator is operated, but the estimated turbine rotation speed NTBN' is regarded as the engine rotation speed NENG. Basically, it can be estimated.
  • a torque converter 2 connected to a driving source (engine 1) for traveling, a forward/reverse switching mechanism 3 connected to the torque converter 2, and a continuously variable transmission mechanism (variator 4) connected to the forward/reverse switching mechanism 3.
  • the forward/reverse switching mechanism 3 has a planetary gear (double pinion type planetary gear 30), a forward clutch 31, and a reverse brake 32.
  • the continuously variable transmission mechanism (variator 4) is mounted on a primary pulley 42 and a secondary pulley 43.
  • the transmission controller (CVT control unit 8) has a belt 44 to be passed, and the transmission controller (CVT control unit 8) executes a control using the turbine speed information input to the forward/reverse switching mechanism 3 (a belt type continuously variable transmission CVT. ) Control device, A turbine rotary shaft 21 that connects a turbine runner 24 of the torque converter 2 and a sun gear S of a planetary gear (double pinion type planetary gear 30); A carrier C and a ring gear R of a planetary gear (double pinion type planetary gear 30) connected through a forward clutch 31; A drum rotation sensor 96 for detecting the number of rotations of the drum member 33 connected to the ring gear R; A primary rotation sensor 90 that detects the number of rotations of a primary rotation shaft 40 that connects the carrier C of the planetary gear (double pinion type planetary gear 30) and the primary pulley 42, Turbine rotation estimation means (turbine rotation estimation unit 80) for calculating a turbine rotation estimation value NTBN′ of the turbine rotation shaft 21 based on detection values
  • At least two of the gear ratios of the continuously variable transmission mechanism (variator 4) are used to estimate the rotation speed of an unknown detection value, and the turbine is determined by the estimated rotation speed and the other sensor detection value. Calculate the rotation estimate NTBN'. Therefore, when the detection value of the drum rotation sensor 96 or the detection value of the primary rotation sensor 90 is unknown, it is possible to ensure acquisition of turbine rotation information by estimation.
  • the turbine rotation estimation means replaces the drum rotation speed NDRUM with the primary rotation speed NPRI when the forward clutch 31 is engaged during traveling and the drum rotation speed NDRUM is unknown.
  • the primary rotation speed NPRI is replaced with the drum rotation speed NDRUM to obtain the primary rotation estimated value NPRI′, and the turbine rotation estimated value NTBN′ is It is calculated by the primary rotation estimated value NPRI′ and the detection value from the drum rotation sensor 96.
  • the turbine rotation estimation means replaces the drum rotation speed NDRUM with zero and estimates the drum rotation when the reverse brake 32 is engaged and the drum rotation speed NDRUM is unknown during traveling.
  • the turbine rotation estimated value NTBN' is calculated by the drum rotation estimated value NDRUM' and the detection value from the primary rotation sensor 90.
  • the primary speed NPRI is calculated by the lowest speed ratio of the continuously variable transmission (variator 4) and the secondary speed PSEC.
  • the rotation speed estimated value NPRI′ is set, and the turbine rotation estimated value NTBN′ is calculated based on the primary rotation estimated value NPRI′ and the detection value from the drum rotation sensor 96.
  • the turbine rotation estimation means replaces the drum rotation speed NDRUM with the primary rotation speed NPRI when the forward clutch 31 is engaged and the drum rotation speed NDRUM is unknown while the vehicle is stopped.
  • the drum rotation estimated value NDRUM' is set, and the turbine rotation estimated value NTBN' is calculated by the drum rotation estimated value NDRUM' and the detection value from the primary rotation sensor 90,
  • the primary rotation speed NTPRI is set to the primary rotation estimated value NPRI' in which the primary rotation speed NPRI is replaced with zero. It is calculated by the value NPRI′ and the detection value from the drum rotation sensor 96.
  • the turbine rotation estimation means replaces the drum rotation speed NDRUM with zero and estimates the drum rotation when the reverse brake 32 is engaged and the drum rotation speed NDRUM is unknown while the vehicle is stopped.
  • the turbine rotation estimated value NTBN' is calculated by the drum rotation estimated value NDRUM' and the detection value from the primary rotation sensor 90.
  • the primary rotation speed NPRI is replaced with zero to set the primary rotation estimated value NPRI', and the turbine rotation estimated value NTBN' is set to the primary rotation estimation. It is calculated by the value NPRI′ and the detection value from the drum rotation sensor 96.
  • the unknown drum rotation estimated value NDRUM' or primary rotation estimated value NPRI' and the turbine rotation estimated value NTBN are unknown.
  • control device for the continuously variable transmission has been described above based on the embodiments.
  • specific configuration is not limited to this embodiment, and design changes and additions are allowed without departing from the gist of the invention according to each claim of the claims.
  • the forward/reverse switching mechanism 3 has the double pinion type planetary gear 30, the forward clutch 31, and the reverse brake 32.
  • the forward/reverse switching mechanism may be an example having a single pinion type planetary gear, a forward clutch and a reverse brake.
  • the double pinion type planetary gear the three rotating members S, C and R are arranged on the horizontal axis of the nomographic chart in the order of S ⁇ R ⁇ C (1- ⁇ ): ⁇ , while the single pinion type
  • the three rotating members S, C, and R are different in that they are arranged on the horizontal axis of the alignment chart in the order of S ⁇ C ⁇ R at a ratio of 1: ⁇ .
  • control device of the present invention is applied to an engine vehicle equipped with a belt type continuously variable transmission CVT as an automatic transmission.
  • the control device of the present invention may be applied to a vehicle equipped with a continuously variable transmission mechanism with an auxiliary transmission.
  • vehicle to be applied is not limited to an engine vehicle, but can be applied to a hybrid vehicle having an engine and a motor as a driving source for traveling, an electric vehicle having a motor as a driving source for traveling, and the like.

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

Abstract

La présente invention concerne un dispositif de commande pour une transmission à variation continue (CVT pour Continuously Variable Transmission) de type à courroie qui comprend : un capteur de rotation de tambour (96) qui détecte la rotation d'un élément de tambour (33) d'un mécanisme de commutation vers l'avant/vers l'arrière (3) ; un capteur de rotation primaire (90) qui détecte la rotation d'un arbre rotatif primaire (40) ; et une unité d'estimation de rotation de turbine (80) qui calcule la valeur d'estimation de turbine (NTBN') d'un arbre rotatif de turbine (21) sur la base de la valeur de détection du capteur de rotation de tambour (96) et du capteur de rotation primaire (90). Lorsque la valeur de détection du capteur de rotation de tambour (96) et la valeur de détection du capteur de rotation primaire (90) ne sont pas claires, l'unité d'estimation de rotation de turbine (80) estime la vitesse de rotation de la valeur de détection non claire en utilisant au moins deux éléments parmi l'état de déplacement/d'arrêt, les états fixés/libérés d'un embrayage avant (31) et d'un frein inverse (32), et le rapport de transmission d'un variateur (4), et calcule la valeur d'estimation de rotation de turbine (NTBN') en utilisant la valeur d'estimation de rotation estimée et la valeur de détection de l'autre capteur.
PCT/JP2019/043813 2018-11-30 2019-11-08 Dispositif de commande et procédé de commande pour une transmission à variation continue WO2020110658A1 (fr)

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH092106A (ja) * 1995-06-21 1997-01-07 Hitachi Ltd パワ−トレイン制御装置およびそのシステム
JP2002354604A (ja) * 2001-05-21 2002-12-06 Toyota Motor Corp ハイブリッド自動車
JP2005172010A (ja) * 2003-12-05 2005-06-30 Fuji Heavy Ind Ltd 無段変速機の制御装置
JP2016089894A (ja) * 2014-10-31 2016-05-23 ダイハツ工業株式会社 動力分割式無段変速機の制御装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH092106A (ja) * 1995-06-21 1997-01-07 Hitachi Ltd パワ−トレイン制御装置およびそのシステム
JP2002354604A (ja) * 2001-05-21 2002-12-06 Toyota Motor Corp ハイブリッド自動車
JP2005172010A (ja) * 2003-12-05 2005-06-30 Fuji Heavy Ind Ltd 無段変速機の制御装置
JP2016089894A (ja) * 2014-10-31 2016-05-23 ダイハツ工業株式会社 動力分割式無段変速機の制御装置

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