WO2020170512A1 - Transmission à variation continue du type à courroie et son procédé de commande - Google Patents

Transmission à variation continue du type à courroie et son procédé de commande Download PDF

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Publication number
WO2020170512A1
WO2020170512A1 PCT/JP2019/043816 JP2019043816W WO2020170512A1 WO 2020170512 A1 WO2020170512 A1 WO 2020170512A1 JP 2019043816 W JP2019043816 W JP 2019043816W WO 2020170512 A1 WO2020170512 A1 WO 2020170512A1
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WIPO (PCT)
Prior art keywords
acceleration
speed
shift
target
ratio
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PCT/JP2019/043816
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English (en)
Japanese (ja)
Inventor
謙 岡原
平井　淳一
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ジヤトコ株式会社
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Priority to JP2021501563A priority Critical patent/JP7177907B2/ja
Publication of WO2020170512A1 publication Critical patent/WO2020170512A1/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
    • F16H59/68—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
    • F16H61/66—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 belt type continuously variable transmission that sets a target gear ratio and achieves the target gear ratio by feedback control, and a control method thereof.
  • Patent Document 1 discloses a technique of obtaining an index based on the running state of the vehicle and controlling the required rotation speed of the driving force source or the gear ratio of the transmission based on the index.
  • a vehicle in which a driver depresses the accelerator pedal at a stroke to downshift at a dash, or to perform step shift control for shifting from continuously variable shift control to a plurality of step shift ratios set in advance in steps. ..
  • a driver depresses the accelerator pedal at a stroke to downshift at a dash, or to perform step shift control for shifting from continuously variable shift control to a plurality of step shift ratios set in advance in steps. ..
  • a belt-type continuously variable transmission for example, when performing a sudden shift that switches to step shift control and upshifts to the next step gear ratio, if the change in acceleration that occurs in the vehicle is not controlled, the ride comfort is improved. There was a risk that it could not be secured.
  • the four parameters of the acceleration increase rate when the acceleration once rises during the upshift, the acceleration upper limit (hereinafter also referred to as the height of the luck), the decrease rate from the acceleration upper limit, and the acceleration after the shift are the vehicle This will affect the ride quality of the car.
  • the present invention has been made in view of the above problems, and an object of the present invention is to provide a belt type belt type continuously variable transmission that can ensure a comfortable ride even in the case of a sudden gear change.
  • the belt type continuously variable transmission of the present invention includes a primary pulley, a secondary pulley, a belt wound around both pulleys, a hydraulic control unit that supplies control hydraulic pressure to the primary pulley and the secondary pulley, The ultimate speed ratio to be reached is set based on the running condition or the driver's intention to shift, and the target speed ratio for shifting to the final speed ratio is calculated, and the deviation between the actual speed ratio and the target speed ratio is calculated.
  • a target shift speed is set by integrating the target shift acceleration, and based on the difference between the preset shift speed and the target shift speed when reaching the reaching speed ratio, from among the first acceleration upper and lower limit regulation values.
  • the selected one is set as the overtaking prevention acceleration regulation value, and the speed change ratio after reaching the speed reached until the target shift speed reaches the reaching shift speed at the overtaking prevention acceleration restriction value is the reaching speed change ratio.
  • the target speed ratio is set using the overtaking prevention acceleration regulation value as the target speed change acceleration instead of the first speed change acceleration.
  • FIG. 1 is a system diagram of a vehicle including a belt type continuously variable transmission according to a first embodiment.
  • FIG. 6 is a control block diagram showing a shift control process in the transmission controller of the first embodiment. 3 is a balance thrust ratio map used for shift control of the belt type continuously variable transmission of the first embodiment.
  • FIG. 6 is a schematic diagram showing a change characteristic of a vehicle G that occurs at the time of a gear shift required to ensure riding comfort. It is a control block diagram showing a target gear ratio calculation process of the first embodiment. 6 is a flowchart showing a target gear ratio calculation process of the first embodiment. 6 is a flowchart showing a target gear ratio calculation process of the first embodiment. It is a flowchart showing a target gear ratio calculation process of the second embodiment.
  • FIG. 1 is a system diagram of a vehicle including a belt type continuously variable transmission according to the first embodiment.
  • the vehicle of the first embodiment has an engine 1 which is an internal combustion engine and a belt type continuously variable transmission CVT, and transmits driving force to driving wheels 8 via a differential gear 7.
  • the belt type continuously variable transmission CVT rotates integrally with the transmission input shaft 2 connected to the crankshaft of the engine 1, the primary pulley 3 rotating integrally with the transmission input shaft 2, and the transmission output shaft 6. It has a secondary pulley 5 and a belt 4 wound between the primary pulley 3 and the secondary pulley 5 to transmit power.
  • the primary pulley 3 has a fixed sheave 3a formed integrally with the transmission input shaft 2 and a movable sheave 3b movable on the transmission input shaft 2.
  • the movable sheave 3b is provided with a primary pressure chamber 3b1, and the hydraulic pressure supplied to the primary pressure chamber 3b1 generates a pressing force between the fixed sheave 3a and the movable sheave 3b to hold the belt 4 therebetween.
  • the secondary pulley 5 has a fixed sheave 5a formed integrally with the transmission output shaft 6 and a movable sheave 5b movable on the transmission output shaft 6.
  • the movable sheave 5b is provided with a secondary pressure chamber 5b1, and the hydraulic pressure supplied to the secondary pressure chamber 5b1 generates a pressing force between the fixed sheave 5a and the movable sheave 5b to clamp the belt 4.
  • the engine controller 10 controls the engine speed and the engine torque TENG (hereinafter also referred to as the input torque Tin) by controlling the operating state of the engine 1 (fuel injection amount, ignition timing, etc.). Further, in the engine controller 10, a required torque calculation unit that calculates the required torque TD of the driver based on the accelerator opening signal APO detected by the accelerator opening sensor 21 and the vehicle speed signal VSP detected by the vehicle speed sensor 22. 10a and an engine torque calculation unit 10b that calculates an input torque Tin transmitted to the transmission input shaft 2.
  • a range signal and a shift signal from the shift lever 25 operated by the driver are calculated, and a primary pressure and a secondary pressure according to the running state are calculated, and a control signal is output to the control valve unit 30.
  • the shift lever 25 has a manual range for selecting a manual mode in which the gear ratio is changed stepwise, and when the driver operates the shift lever for an upshift request or a downshift request, it is preset from the current gear ratio. The gear is changed stepwise toward the set manual gear ratio.
  • the control valve unit 30 uses an oil pump 9 driven by a chain on the transmission input shaft 2 as a hydraulic pressure source, and regulates each hydraulic pressure based on a control signal transmitted from the transmission controller 20. Then, the primary pressure and the secondary pressure are supplied to the primary pressure chamber 3b1 and the secondary pressure chamber 5b1, respectively, and the shift control is executed.
  • the control valve unit 30 includes a primary pressure sensor 31 that detects a primary pressure (hydraulic pressure supplied to the primary pressure chamber 3b1) and a secondary pressure sensor 32 that detects a secondary pressure (hydraulic pressure supplied to the secondary pressure chamber 5b1). Have. Further, the primary pulley 3 has a primary rotation speed sensor 23 that detects the rotation speed of the primary pulley 3. The secondary pulley 5 has a secondary rotation speed sensor 24 that detects the rotation speed of the secondary pulley 5. The value detected by each sensor is output to the transmission controller 20.
  • FIG. 2 is a control block diagram showing a shift control process in the transmission controller of the first embodiment.
  • the target gear ratio calculation unit 201 calculates the target gear ratio ip_0 based on the accelerator opening signal APO and the vehicle speed signal VSP. This target speed ratio ip_0 is performed based on the speed change characteristics preset so that the engine 1 achieves the optimum fuel economy.
  • the shift lever 25 selects the manual mode, the manual gear ratio preset according to the driver's shift operation is set as the target gear ratio ip_0 (in some cases, referred to as Ip*).
  • the speed is set and the speed is changed stepwise from the current speed ratio.
  • the target gear ratio calculation unit 201 calculates a target gear ratio capable of controlling both Jerk and the vehicle G described later to have desired characteristics. Details will be described later.
  • the secondary pressure calculation unit 202 calculates a target secondary pressure Psec* that secures the necessary clamping force on the secondary pulley 5 based on the input torque Tin.
  • the gear ratio ip calculated based on the primary rotation speed Npri detected by the primary rotation speed sensor 23 and the secondary rotation speed Nsec detected by the secondary rotation speed sensor 24, and the required torque TD
  • the balance thrust ratio Kbl is calculated from a preset balance thrust ratio map based on the torque ratio Qt which is the ratio of the input torque Tin set based on the above.
  • the balance thrust ratio Kbl is the ratio of the primary thrust and the secondary thrust when achieving and balancing the gear ratio which is a certain torque ratio (maintaining the gear ratio).
  • FIG. 3 is a balance thrust ratio map used for shift control of the belt type continuously variable transmission of the first embodiment.
  • this balance thrust ratio map the balance thrust ratio Kbl characteristic with respect to the torque ratio at each gear ratio is set.
  • the balance thrust ratio calculation unit 203 selects a characteristic corresponding to the current gear ratio ip from the balance thrust ratio map, and calculates the balance thrust ratio Kbl corresponding to the torque ratio Qt in the selected characteristics.
  • the balance thrust calculation unit 204 multiplies the target secondary pressure Psec* by the balance thrust ratio Kbl to calculate the balance thrust equivalent hydraulic pressure Pbl. That is, the pulley thrust is obtained by multiplying the secondary pressure Psec and the primary pressure Ppri by the specifications of the belt type continuously variable transmission CVT such as the pulley pressure receiving area. Since these parameters are fixed values and the control target is hydraulic pressure, in the first embodiment, calculation is performed based on hydraulic pressure instead of thrust. Further, the secondary pressure compensation value Pprih calculated by the secondary pressure compensating unit 300 described later is multiplied by the balance thrust ratio Kbl to calculate the secondary compensation hydraulic pressure Pb2. Then, the balance thrust equivalent hydraulic pressure Pb1 and the secondary compensation hydraulic pressure Pb2 are added.
  • the gear ratio control unit 205 calculates the feedback hydraulic pressure based on the deviation between the target gear ratio ip_0 and the actual gear ratio ip. For example, the oil pressure (hereinafter referred to as feedback pressure Pfb) that is added to or subtracted from the current primary pressure Ppri by PI control or PID control is output.
  • the primary pressure calculation unit 206 calculates the primary pressure command value Ppri1 by adding the balance thrust equivalent hydraulic pressure Pbl, the secondary compensation hydraulic pressure Pb2, and the feedback pressure Pfb.
  • the primary-side current conversion unit 207 converts the primary pressure command value Ppri1 into a primary solenoid current command value.
  • the primary solenoid current control unit 208 performs servo control so that the primary solenoid current becomes the primary solenoid current command value.
  • the secondary pressure integration control unit 209 calculates the secondary pressure command value Psec1 by integral control based on the deviation ⁇ Psec between the target secondary pressure Psec* and the current actual secondary pressure Psec.
  • the secondary-side current conversion unit 210 converts the secondary pressure command value Psec1 into a secondary solenoid current command value.
  • the secondary solenoid current control unit 211 performs servo control so that the secondary solenoid current becomes the secondary solenoid current command value.
  • the primary solenoid 212 energizes a solenoid valve that regulates the primary pressure Psec.
  • the current sensor provided in the primary solenoid 212 outputs a current value to the primary solenoid current control unit 208.
  • the primary pressure system 213 outputs the primary pressure Ppri regulated by the primary solenoid 212.
  • the primary pressure Pri is detected by the primary pressure sensor 31.
  • the secondary solenoid 214 energizes a solenoid valve that regulates the secondary pressure Psec.
  • the current sensor provided in the secondary solenoid 214 outputs a current value to the secondary solenoid current control unit 211.
  • the secondary pressure system 215 outputs the secondary pressure Psec regulated by the secondary solenoid 214.
  • the secondary pressure Psec is detected by the secondary pressure sensor 32.
  • the secondary pressure compensator 300 calculates the secondary compensating oil pressure Pb2 based on the deviation between the target secondary pressure Psec* and the current actual secondary pressure Psec, and outputs Pb2 as the secondary compensating oil pressure when a predetermined condition is satisfied. However, when the predetermined condition is not satisfied, the output of the secondary compensation hydraulic pressure Pb2 is prohibited, and 0 is output instead.
  • FIG. 4 is a schematic diagram showing a change characteristic of the vehicle G that occurs at the time of a shift necessary to ensure a comfortable ride.
  • 4(a) is a change characteristic of the vehicle G at the time of upshifting
  • FIG. 4(b) is a change characteristic of the vehicle G at the time of a sudden downshift such as kickdown
  • FIG. 4(c) is during acceleration. It represents the change characteristics of the vehicle G.
  • the vehicle G in the upshift has four parameters, that is, the increase rate, the height of the skid, the decrease rate, and the post-shift vehicle G.
  • the vehicle G It is known that ride comfort can be secured.
  • four parameters of a reduction rate, a vehicle G lower limit (hereinafter referred to as a height of a hunch) that decreases during the downshift, an increase rate, and a post-shift vehicle G are appropriately controlled. It is important to control the height of the vehicle G and the rate of change of the vehicle G (hereinafter referred to as Jerk) during acceleration. Therefore, it is important to calculate the target gear ratio that can realize these parameters.
  • the target gear ratio calculation unit 201 controls the target gear ratio when shifting toward the reached gear ratio when the post-gear gear ratio when stepwise shifting is the reached gear ratio.
  • the first upper and lower limit regulating unit 503 that sets the Jerk upper and lower limit regulation values for achieving the target vehicle comfort and regulates the shift acceleration at the shift acceleration upper and lower limit regulation values calculated from the Jerk upper and lower limit regulation values.
  • a second integrator 511 that integrates the target shift speed to set the target shift speed
  • a second integration unit 511 that integrates the target shift speed to set the target gear ratio to secure a comfortable ride.
  • an acceleration calculation unit 501 is provided to set the eigenvalue ⁇ and the damping rate ⁇ so that the response is delayed enough to fall within the upper and lower limit values of the acceleration, the input gear ratio ip_t is reached, the output is the target gear ratio ip_0, and the output
  • the hunting of the gear ratio is suppressed by operating the second-order lag filter with the first-order differential value as the target gear shift speed ip'_0 to calculate the first provisional gear shift acceleration ip''_t1.
  • the first provisional shift acceleration ip′′_t1 is calculated by the following formula.
  • ip''_t1 ⁇ 2 ip_t- ⁇ 2 ip_0-2 ⁇ ip'_0
  • the temporary shift acceleration ip in which the first temporary shift acceleration ip′′_t1 is regulated by the acceleration regulation value at the predetermined timing while the second-order lag filter having a fast response is applied is applied.
  • the timing determiner 512 and the third acceleration selection unit 507 that switch from ′′_t to the desired regulation value are provided.
  • the second-order lag filter is used as the method for calculating the second-order differential value in the first embodiment, a method other than the second-order lag filter may be used.
  • the current target speed change speed is ip'_0
  • the final speed change speed when reaching the final speed change ratio ip_t is ip'_t
  • the speed change acceleration ip'_t Based on the value obtained by subtracting the current target shift speed ip'_0, if positive, the shift acceleration upper limit limit value is selected, and if negative, the shift acceleration lower limit limit value is selected. Then, when the uniform acceleration changes at the overtaking prevention acceleration regulation value ip''lim, the speed reaching time t_brk, which is the time required to reach the reaching speed changing speed ip'_t from the current target speed changing speed ip'_0, is calculated from the following formula.
  • t_brk (ip'_0-ip'_t)/ip ⁇ _lim
  • the speed-after-speed-gear ratio ip_brk which is the speed ratio after reaching the reached speed-change speed ip'_t
  • ip_brk ip_0+1/2(ip'_0+ip'_t)t_brk
  • the overtaking judgment for deciding whether or not to overtake is judged by the following relational expression. (ip'_0-ip'_t)*(ip_brk-ip_t)>0 If the above conditions are satisfied, it is determined that the vehicle is overtaking, and the target shift acceleration ip''_0 is set as the overtaking prevention acceleration regulation value ip''_lim.If the above conditions are not satisfied, it is determined that the vehicle is not overtaking yet.
  • the target shift acceleration ip′′_0 is defined as the first shift acceleration ip′′_0.
  • the target gear shift acceleration ip''_0 can be switched to the overtaking prevention acceleration regulation value ip''_lim at an appropriate timing, and the shift ratio can be suppressed while suppressing the hunting of the gear ratio.
  • the acceleration becomes the desired shift acceleration regulation value, and the target Jerk can be realized.
  • the gear ratio adjustment acceleration ip ⁇ _adj which is the acceleration that does not exceed the target gear ratio does not change to the overtaking prevention acceleration regulation value ip''_lim.
  • the acceleration adjusting unit 504 for calculating is provided to switch to the gear ratio adjusting acceleration ip′′_adj.
  • the current target speed change speed ip'_0 becomes the reached speed change speed ip'_t
  • the current target speed ratio ip_0 becomes the reached speed ratio ip_t.
  • ip''_adj (2 ip'_0 (ip'_t-ip'_0) + (ip'_t-ip'_0) 2 )/(2 (ip_t-ip_0) + st (ip'_t-ip'_0) )
  • the target gear shift acceleration ip′′_0 is set as the gear ratio adjustment acceleration ip′′_adj. This makes it possible to switch the target gear shift acceleration to the gear ratio adjustment acceleration ip''_adj at an appropriate timing even if the reached gear ratio ip_t or the gear shift acceleration upper/lower limit regulation values change with time due to acceleration regulation. Ratio hunting can be suppressed.
  • the gear ratio adjustment acceleration ip′′_adj exceeds the overtaking prevention acceleration regulation value ip′′_lim, it becomes impossible to achieve requirements such as transmission protection that does not allow any overshoot. Therefore, the must shift acceleration upper/lower limit regulation value ip''_must (the second acceleration upper/lower limit regulation value), which is set only by the requirement that is prioritized over the gear ratio hunting suppression, is newly provided, and the shift acceleration upper/lower limit regulation value set by all requirements is set.
  • the lower limit regulation value is set to want shift acceleration upper/lower limit regulation value ip′′_want (first acceleration upper/lower limit regulation value), and the section of must shift acceleration upper/lower limit regulation value ip′′_must is want shift acceleration upper/lower limit regulation value ip′′.
  • a regulation value calculation unit 502 and a second upper/lower limit regulation unit 509, which are set so as to include the section of _want, are provided to give priority.
  • the want change acceleration upper and lower limit limit value ip ⁇ _want is used to calculate the overtaking prevention acceleration limit value ip''_lim and determine the timing for switching the acceleration.
  • the gear ratio adjustment acceleration ip′′_adj which exceeds the limit, must be restricted by the must shift acceleration upper/lower limit regulation value ip′′_must. This makes it possible to prioritize requirements such as transmission protection that should be prioritized over suppression of gear ratio hunting.
  • the target gear speed ip'_0 when the uniform acceleration changes with the gear ratio adjustment acceleration ip''_adj becomes the reached gear speed ip'_t Since a certain gear ratio adjustment time t_adj is not a multiple of the sampling time st of the transmission controller 20, a discretization error occurs, and the target gear ratio exceeds the reached gear ratio by the amount of the error, resulting in minute gear ratio hunting. , The riding comfort of the vehicle will deteriorate.
  • the acceleration adjusting unit switches the target gear change acceleration ip''_0 to the acceleration calculated by quantizing the gear ratio adjusting time t_adj at the sampling time st. 504 is changed and a first acceleration selection unit 505 and a second acceleration selection unit 506 are provided.
  • the final gear shift acceleration ip′′_last which is the acceleration at which the current target gear speed ip′_0 becomes the reached gear speed ip′_t, is obtained exactly after one sampling time st.
  • the final shift acceleration ip′′_last is calculated by the following formula.
  • ip ⁇ _last (ip'_0-ip'_t) / st
  • ip''_2nl (ip_t-ip_0-2 st*ip'_0) / st 2
  • the overtaking judgment hunts, and the value of the target speed change ip''_0, which is determined in response to that, also hunts, and the ride comfort of the vehicle is increased. Will get worse. Therefore, a new acceleration adjustment judgment is set to suppress sudden changes in acceleration by continuing acceleration adjustment, and the overtaking judgment is set as an ON condition.In addition to this, an OFF condition is set as the reached speed ratio ip_t and the upper and lower limits of the speed change acceleration.
  • Timing decision device 512 was changed.
  • a filter unit 508 is provided that restricts the shift acceleration change rate and prevents a sudden change in the shift acceleration only when the acceleration adjustment is terminated by the acceleration adjustment stop determination.
  • acceleration adjustment stop determination is used for the ON condition of the acceleration change rate regulation determination that executes the shift acceleration change rate, and separately from this, when either acceleration adjustment normal end determination or acceleration adjustment determination is established, The OFF condition for the acceleration change rate regulation judgment is satisfied. Even if the acceleration change rate regulation judgment ON condition is not satisfied, if the acceleration change rate regulation judgment is OFF in the previous control cycle and the acceleration change rate regulation judgment OFF condition is not satisfied, the acceleration change rate regulation judgment is turned ON. If the OFF condition for the acceleration change rate regulation judgment is satisfied, the acceleration change rate regulation judgment is turned off.
  • the acceleration change rate regulation determination is ON, the rate of change in shift acceleration may be regulated directly so that the rate of change is within a certain value, or a transition rate of 0 to 1 may be set.
  • the filter unit 508 is arranged immediately before the first upper/lower limit regulating unit 503 in the first embodiment. You may arrange
  • FIG. 5 is a control block diagram showing the target gear ratio calculation process of the first embodiment.
  • the first integrator 510 integrates the target shift acceleration ip′′_0 to calculate the target shift speed ip′_0.
  • the second integrator 511 integrates the target speed change speed ip′_0 to calculate the target speed ratio ip_0.
  • an input speed ratio ip_t is set as an input
  • a target speed ratio ip_0 is set as an output
  • a target speed change speed ip′_0 is set as a first differential value of the output
  • a predetermined eigenvalue ⁇ is set as a predetermined damping ratio ⁇ .
  • the restriction value calculation unit 502 calculates a must shift acceleration upper/lower limit restriction value ip′′_must and a want shift acceleration upper/lower limit restriction value ip′′_want.
  • the acceleration adjustment unit 504 performs the following calculations.
  • ip ⁇ _adj (2ip'_0(ip'_t-ip'_0)+(ip'_t-ip'_0) 2 )/(2(ip_t-ip_0)+st(ip'_t-ip'_0))
  • t_adj (ip'_0-ip'_t)/ip ⁇ _adj (C)
  • ip ⁇ _last (ip'_0-ip'_t)/st (D)
  • the next final gear shift acceleration ip′′_2nl which is an acceleration such that the current target gear ratio ip_0 becomes the reached gear ratio ip_t just after the second sampling time 2st, is calculated by the following formula.
  • ip''_2nl (ip_t-ip_0-2st*ip'_0)/st 2
  • the first acceleration selection unit 505 determines whether or not the gear ratio adjustment time t_adj is shorter than the one sampling time st, and outputs the final gear shift acceleration ip′′_last if it is shorter than the one sampling time st. Output ip''_2nl.
  • the second acceleration selection unit 506 determines whether the gear ratio adjustment time t_adj is shorter than the second sampling time 2st. If it is shorter, the acceleration output from the first acceleration selection unit 505 is output. Outputs the gear ratio adjustment acceleration ip''_adj.
  • the second upper/lower limit restriction unit 509 outputs the second provisional shift acceleration ip′′_t2, which is the acceleration output from the second acceleration selection unit 506 restricted by the must restriction value ip′′_must, to the third acceleration selection unit 507. .
  • the third acceleration selection unit 507 outputs the provisional shift acceleration ip′′_t when the acceleration adjustment determination flag is OFF, and the second upper and lower limit regulation unit 509 when the acceleration adjustment determination flag is ON.
  • the provisional shift acceleration ip′′_t2 is output.
  • the timing determiner 512 sets the acceleration adjustment determination flag to ON or OFF.
  • the current target shift speed is ip'_0
  • the reaching shift speed when reaching the reaching gear ratio ip_t is ip'_t
  • the reaching acceleration speed ip'_t from the reaching target shift speed ip'_t Based on the value obtained by subtracting ip'_0, if positive, the shift acceleration upper limit limit value is selected, and if negative, the shift acceleration lower limit limit value is selected.
  • the speed reaching time t_brk which is the time required to reach the reaching speed change speed ip'_t from the current target speed change speed ip'_0 when the uniform acceleration changes with the acceleration regulation value ip''lim, is calculated from the following formula.
  • t_brk (ip'_0-ip'_t)/ip ⁇ _lim
  • the speed-after-speed-gear ratio ip_brk which is the speed ratio after reaching the reached speed-change speed ip'_t
  • ip_brk ip_0+1/2(ip'_0+ip'_t)t_brk
  • the overtaking determination is determined by the following equation using the speed change ratio ip_brk after reaching the speed and the reached speed change ratio ip_t. (ip'_0-ip'_t)*(ip_brk-ip_t)>0
  • the acceleration adjustment determination flag is turned on.
  • the acceleration change rate regulation determination flag is set to ON or OFF, and when the acceleration change rate regulation determination flag is ON, the shift acceleration of the first provisional shift acceleration ip''_t1 output from the acceleration calculation unit 501.
  • a predetermined regulation is applied to the rate of change to calculate the third provisional shift acceleration ip′′_t3.
  • the acceleration change rate regulation judgment flag that executes the shift acceleration change rate is set to ON, the acceleration adjustment stop judgment is used. In addition to this, when either the acceleration adjustment normal end judgment or the acceleration adjustment judgment flag is satisfied, the acceleration change rate is determined. The OFF condition of the regulation judgment flag is satisfied.
  • the acceleration change rate regulation judgment is made.
  • the flag remains ON, and if the OFF condition of the acceleration change rate regulation determination flag is satisfied, the acceleration change rate regulation determination flag is turned OFF.
  • the change rate may be directly regulated so as to be within a fixed value, a transition rate of 0 to 1 may be set, or a delay filter may be regulated.
  • the filter unit 508 is arranged immediately before the first upper/lower limit restriction unit 503, but it may be arranged immediately after the first upper/lower limit restriction unit 503 as in the second embodiment.
  • the first upper/lower limit regulating unit 503 calculates the provisional shift acceleration ip′′_t in which the third provisional shift acceleration ip′′_t3 output from the filter unit 508 is regulated by the want shift acceleration upper/lower limit regulation value ip′′_want. ..
  • step S1 the reaching speed ratio ip_t is calculated.
  • the reaching gear ratio ip_t is a gear ratio that is set stepwise when an upshift request or a downshift request is made in the manual mode, or when a sharp downshift is caused by kickdown.
  • step S2 the reaching shift speed ip'_t is calculated.
  • the ultimate speed change speed ip'_t is always set to 0, but it may be appropriately set to a desired value.
  • step S3 the current target speed ratio ip_0 is calculated by integrating the target speed change speed in the previous control cycle (corresponding to the second integration unit 511).
  • step S4 the target shift acceleration in the previous control cycle is integrated to calculate the current target shift speed ip'_0 (corresponding to the first integrating unit 510).
  • step S5 a second-order lag filter is operated based on the reached speed ratio ip_t to calculate the first provisional speed change acceleration ip′′_t1.
  • step S6 the must regulation value ip′′_must is calculated.
  • step S7 the want regulation value ip′′_want is calculated.
  • step S8 correspond to the regulation value calculation unit 502 in FIG.
  • ip ⁇ _adj (2ip'_0(ip'_t-ip'_0)+(ip'_t-ip'_0) 2 )/(2(ip_t-ip_0)+st(ip'_t-ip'_0))
  • t_adj (ip'_0-ip'_t)/ip ⁇ _adj
  • step S10 the next final gear shift acceleration ip′′_2nl, which is an acceleration such that the current target gear ratio ip_0 becomes the reached gear ratio ip_t, exactly after two sampling times 2st, is calculated by the following formula.
  • ip''_2nl (ip_t-ip_0-2st*ip'_0)/st 2
  • ip ⁇ _last (ip'_0-ip'_t)/st
  • step S12 ip''_lim is calculated as the overtaking prevention acceleration regulation value.
  • t_brk (ip'_0-ip'_t)/(ip''_want)
  • ip_brk ip_0+1/2*(ip'_0+ip'_t)*t_brk
  • step S15 it is determined whether to stop acceleration adjustment, and if it is determined to stop acceleration adjustment, the process proceeds to step S19; otherwise, the process proceeds to step S16.
  • step S16 it is determined whether the acceleration adjustment is normally completed. If the acceleration adjustment is normally completed, the process proceeds to step S19; otherwise, the process proceeds to step S17.
  • step S17 the overtaking determination is determined by the following equation using the speed change ratio ip_brk after reaching the speed and the reached speed change ratio ip_t.
  • step S28 If the above relational expression is satisfied, the speed-adjusted gear ratio ip_brk exceeds the reached gear ratio ip_t. Therefore, it is determined that the acceleration adjustment is necessary, and the process proceeds to step S28. Otherwise, the process proceeds to step S19.
  • step S18 acceleration adjustment is performed in the previous control cycle, and it is determined whether the difference between the gear ratio adjustment time t_adj and the speed arrival time t_brk is larger than a threshold value t_ ⁇ . Even if ip_brk exceeds the reaching speed ratio ip_t, it is determined that the acceleration change can be suppressed by continuing the acceleration adjustment, and the process proceeds to step S28. Otherwise, the process proceeds to step S19.
  • step S19 the acceleration adjustment determination flag is set to OFF and it is determined that the acceleration adjustment determination is not established.
  • step S20 the first provisional shift acceleration ip′′_t1 is selected.
  • step S21 it is determined from the acceleration adjustment normal end determination calculated in step S16. If the acceleration adjustment is normally ended, the process proceeds to step S24, and if not, the process proceeds to step S22.
  • step S22 if the acceleration adjustment stop determination is satisfied from the acceleration adjustment stop determination calculated in step S15, the process proceeds to step S25; otherwise, the process proceeds to step S24.
  • step S23 it is determined whether or not the acceleration change rate regulation determination is ON in the previous control cycle, and if it is ON, that is, it proceeds to step S25, and if it is OFF, it proceeds to step S24.
  • step S24 the acceleration change rate regulation determination is set to OFF and the condition is not established.
  • step S241 the first provisional shift acceleration ip′′_t1 is selected.
  • step S25 the acceleration change rate regulation determination is set to ON and is established.
  • step S26 the first provisional shift acceleration ip′′_t1 is subjected to the acceleration change rate regulation to calculate the third provisional shift acceleration ip′′_t3.
  • step S261 the third provisional shift acceleration ip′′_t3 is selected.
  • step S27 the selected acceleration (either ip′′_t1 or ip′′_t3) is restricted using the want restriction value ip′′_want to calculate the provisional shift acceleration ip′′_t.
  • step S271 the provisional shift acceleration ip′′_t is selected as the target shift acceleration ip′′_0.
  • step S28 the acceleration adjustment determination flag is set to ON and it is determined that the acceleration adjustment determination is established.
  • step S31 it is determined whether the gear ratio adjustment time t_adj is shorter than the 2 sampling time 2st, and if it is shorter, the process proceeds to step S33 to select the next final gear shift acceleration ip′′_n2l. That is, as described above, even if the acceleration is adjusted, in the case of the discrete system, the reaching speed ratio does not reach the reaching speed ratio at the end of reaching the reaching speed ratio. Therefore, if the shift adjustment time t_adj is within 2 sampling times, the acceleration is adjusted so that the reaching gear ratio ip_t is reached just after 2 sampling times.
  • step S32 the gear ratio adjustment acceleration ip′′_adj is selected.
  • step S34 the acceleration adjustment determination flag is turned off and it is determined that the acceleration adjustment determination is not established.
  • step S35 the target shift acceleration is regulated using the must regulation value ip''_must for the selected acceleration (any one of ip''_adj, ip''_2nl, ip''_last), and the second provisional shift acceleration is regulated. Calculate ip''_t2.
  • step S351 the second provisional shift acceleration ip′′_t2 is selected as the target shift acceleration ip′′_0.
  • the ultimate speed ratio ip_t to be reached is set based on the running state or the driver's intention to shift, and the target speed ratio ip_0 for shifting toward the final speed ratio ip_t is calculated, and the actual speed ratio ip and the target speed ratio ip_0 are calculated.
  • a transmission controller 20 (controller) that controls the control valve unit 30 based on the deviation from A belt-type continuously variable transmission CVT equipped with
  • the transmission controller 20 wants the provisional first speed change acceleration ip′′t1 which is second-order differentiated based on the achieved speed change ratio ip_t and the current target speed change ratio, to want the speed change acceleration upper and lower limit regulation value ip′′_want (first acceleration upper and lower limit regulation). Value), the target speed change acceleration ip''_0 is set as the target speed change acceleration ip''_0, and the target speed change speed ip'_0 is set to set the target speed change speed ip'_0.
  • the target speed ratio ip_0 is set with the preventive acceleration regulation value ip′′_lim as the target speed change acceleration ip′′_0. Therefore, even if the acceleration is restricted, it is possible to control at a desired gear shift acceleration while suppressing hunting of the gear ratio near the reaching gear ratio, and it is possible to improve the riding comfort.
  • the transmission controller 20 determines the overtaking determination, instead of the first shift acceleration, the target shift speed ip′_0 at the time when a certain period of time has elapsed after the uniform acceleration change has reached the reached shift speed ip′. _t, and the gear ratio adjustment acceleration ip′′_adj, which is a gear shift acceleration such that the target gear ratio ip_0 at that time reaches the reached gear ratio ip_t, is set as the target gear shift acceleration.
  • This makes it possible to switch the target gear shift acceleration to the gear ratio adjustment acceleration ip''_adj at an appropriate timing even if the reached gear ratio ip_t or the gear shift acceleration upper/lower limit regulation values change with time due to acceleration regulation. Ratio hunting can be suppressed.
  • the transmission controller 20 includes a must shift acceleration upper/lower limit regulation value ip′′_must (second acceleration upper/lower limit regulation value ip′′_want (first acceleration upper/lower limit regulation value).
  • the lower limit regulation value is set, and the gear ratio adjustment acceleration ip′′_adj is regulated at the must shift acceleration upper/lower limitation regulation value ip′′_must. This makes it possible to prioritize requirements such as transmission protection that should be prioritized over suppression of gear ratio hunting.
  • the transmission controller 20 determines the gear ratio adjustment time t_adj, which is the time at which the target gear speed ip'_0 becomes the reached gear speed ip'_t when the uniform acceleration changes with the gear ratio adjustment acceleration ip''_adj.
  • the final shift acceleration ip''_last which is the acceleration at which the target shift speed ip'_0 becomes the reached shift speed ip'_t when the acceleration changes and the one sampling time st elapses, and the uniform acceleration change and one sampling time st
  • the gear ratio adjustment time t_adj is When the sampling time st of the controller 20 is less than or equal to 1 sampling time st, the final shift acceleration ip′′_last is set to the target shifting acceleration ip′′_0, and the speed ratio adjustment time t_adj is larger than the sampling time st of the transmission controller 20 and is 2 sampling times.
  • the next final shift acceleration ip′′_2nl is set as the target shift acceleration ip′′_0, and in other cases, the gear ratio adjustment acceleration ip′′_adj is set as the target shift acceleration ip′′_0.
  • the transmission controller 20 sets the overtaking determination as the ON condition, determines the acceleration adjustment stop based on the difference between the gear ratio adjustment time t_adj and the speed arrival time t_brk, and normally ends the acceleration adjustment based on the gear ratio adjustment time t_adj. Acceleration adjustment determination with two of the determinations as OFF conditions is determined, and the target acceleration is switched based on the acceleration adjustment determination instead of the overtaking determination. As a result, even if the reached speed ratio ip_t and the upper and lower limit values of the speed change acceleration change with time, hunting for acceleration adjustment determination is suppressed, and sudden changes in the speed change acceleration can be suppressed.
  • the transmission controller 20 includes the filter unit 508 (filter) that restricts the changing speed of the target shift acceleration ip′′_0 only when the acceleration adjustment is ended by the acceleration adjustment stop determination.
  • filter the filter unit 508 (filter) that restricts the changing speed of the target shift acceleration ip′′_0 only when the acceleration adjustment is ended by the acceleration adjustment stop determination.
  • the transmission controller 20 sets the want regulation value ip′′_want based on the target change rate Jerk_t of the vehicle G. Therefore, it is possible to control the four heights of the vehicle G, the rate of increase, the rate of decrease, the rate of decrease of the vehicle G, and the vehicle G after the shift, and to improve the riding comfort even during a sudden shift such as when shifting in steps. Can be improved.
  • FIG. 8 is a flowchart showing a part of the target gear ratio calculation process of the second embodiment that is different from the first embodiment. Only different parts of steps S24 to S27 of the first embodiment will be described. Note that the same step numbers are given to the same steps.
  • step S20 the first provisional shift acceleration ip′′_t1 is selected.
  • step S201 the want restriction value ip′′_want is used for restriction, and the provisional shift acceleration ip′′t is calculated.
  • step S24 the acceleration change rate regulation determination is set to OFF and the condition is not established.
  • step S25 the acceleration change rate regulation determination is set to ON and is established.
  • step S251 the provisional shift acceleration ip′′_t is restricted by the acceleration change rate to calculate the third provisional shift acceleration ip′′_t3.
  • step S252 the third provisional shift acceleration ip′′_t3 is selected as the target shift acceleration ip′′_0.

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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 d'une transmission à variation continue du type à courroie, permettant : de régler un régime de changement de vitesse cible au moyen de l'intégration de l'accélération de changement de vitesse cible, c'est-à-dire la première accélération de changement de vitesse obtenue par restriction, d'une première valeur prescrite de restriction de limite supérieure/inférieure d'accélération, de la première accélération de changement de vitesse préliminaire ayant été soumise à une différenciation de second ordre en fonction du rapport de vitesse atteint et du rapport de vitesse cible actuel ; de régler une valeur sélectionnée parmi les premières valeurs de restriction de limite supérieure/inférieure d'accélération en tant que valeur de restriction d'accélération d'empêchement de dépassement en fonction de la différence entre le régime de changement de vitesse cible et le régime de changement de vitesse atteint prédéfini lorsque le rapport de vitesse atteint est obtenu ; et, lorsqu'une détermination de dépassement est effectuée, dans laquelle le rapport de vitesse, après obtention de la vitesse atteinte pendant l'intervalle jusqu'à ce que le régime de changement de vitesse cible soit égale au régime de changement de vitesse atteint à la valeur de restriction d'accélération d'empêchement de dépassement, arrive au rapport de vitesse atteint, le rapport de vitesse cible est réglé à l'aide de la valeur de restriction d'accélération d'empêchement de dépassement, au lieu de la première accélération de changement de vitesse, en tant qu'accélération de changement de vitesse cible.
PCT/JP2019/043816 2019-02-18 2019-11-08 Transmission à variation continue du type à courroie et son procédé de commande WO2020170512A1 (fr)

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000097301A (ja) * 1998-09-25 2000-04-04 Nissan Motor Co Ltd 自動変速機の変速制御装置
US20080009389A1 (en) * 2006-07-06 2008-01-10 Eaton Corporation Method and apparatus for controlling a contiuously variable transmission
JP2010071355A (ja) * 2008-09-17 2010-04-02 Nissan Motor Co Ltd 無段変速機の変速制御装置および変速制御方法
WO2016151661A1 (fr) * 2015-03-20 2016-09-29 日産自動車株式会社 Dispositif de commande d'amortissement pour véhicule électrique
CN109185449A (zh) * 2018-10-16 2019-01-11 吉林大学 一种金属带式无级变速器目标速比变化率计算方法

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000097301A (ja) * 1998-09-25 2000-04-04 Nissan Motor Co Ltd 自動変速機の変速制御装置
US20080009389A1 (en) * 2006-07-06 2008-01-10 Eaton Corporation Method and apparatus for controlling a contiuously variable transmission
JP2010071355A (ja) * 2008-09-17 2010-04-02 Nissan Motor Co Ltd 無段変速機の変速制御装置および変速制御方法
WO2016151661A1 (fr) * 2015-03-20 2016-09-29 日産自動車株式会社 Dispositif de commande d'amortissement pour véhicule électrique
CN109185449A (zh) * 2018-10-16 2019-01-11 吉林大学 一种金属带式无级变速器目标速比变化率计算方法

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