WO2020189470A1 - Dispositif de commande hydraulique de transmission pour transmission à variation continue et procédé de commande hydraulique de transmission pour transmission à variation continue - Google Patents

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

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Publication number
WO2020189470A1
WO2020189470A1 PCT/JP2020/010694 JP2020010694W WO2020189470A1 WO 2020189470 A1 WO2020189470 A1 WO 2020189470A1 JP 2020010694 W JP2020010694 W JP 2020010694W WO 2020189470 A1 WO2020189470 A1 WO 2020189470A1
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Prior art keywords
pressure
hydraulic
compensator
condition
target
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PCT/JP2020/010694
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English (en)
Japanese (ja)
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阿希 早川
山村　吉典
市川　弘明
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ジヤトコ株式会社
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Priority to JP2021507261A priority Critical patent/JP7033236B2/ja
Publication of WO2020189470A1 publication Critical patent/WO2020189470A1/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
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/04—Final output mechanisms therefor; Actuating means for the final output mechanisms a single final output mechanism being moved by a single final actuating mechanism
    • F16H63/06—Final output mechanisms therefor; Actuating means for the final output mechanisms a single final output mechanism being moved by a single final actuating mechanism the final output mechanism having an indefinite number of positions

Definitions

  • the present invention relates to a speed change hydraulic control device for a continuously variable transmission mounted on a vehicle and a speed change hydraulic control method for a continuously variable transmission.
  • a continuously variable transmission shift control device capable of suppressing a decrease in followability and convergence when the actual gear ratio of the continuously variable transmission approaches a target gear ratio (for example, Patent Document 1). reference).
  • This conventional device is a shift control device for a continuously variable transmission that executes feedback control that brings the actual gear ratio closer to the target gear ratio, and is a deviation determination means for determining the degree of change in the deviation between the target gear ratio and the actual gear ratio. It has a control switching means for selectively switching between feedback control including proportional operation and feedback control including proportional operation and integration operation based on the determination result of the deviation determining means.
  • a hydraulic pressure control system that reduces actual hydraulic pressure vibration by using one feedback compensator that refers to actual hydraulic pressure.
  • the characteristics of the feedback compensator are fixed, they do not match the attenuation characteristics of the feedback compensator when the characteristics to be controlled change. If the two characteristics do not match, there is a problem that the hydraulic amplitude may increase or the hydraulic vibration characteristics may become unstable.
  • the present invention has been made by paying attention to the above problem, and suppresses power train resonance by reducing the amplitude of hydraulic vibration and stabilizing the characteristics caused by the torsional fluctuation of the drive system, regardless of the change in the characteristics to be controlled. With the goal.
  • the continuously variable transmission of the present invention Set the target primary pressure and target secondary pressure so that the target gear ratio is set based on the operating conditions. Based on the target primary pressure and the target secondary pressure, the primary pulley command pressure signal and the secondary pulley command pressure signal are generated by control using a feedback compensator that refers to the actual oil pressure. Judge the characteristic fluctuation factor that the damping characteristic of the feedback compensator does not match due to the change of the controlled object characteristic including the variator. When the characteristic fluctuation factor is determined, the attenuation characteristic of the feedback compensator is switched according to the control target characteristic.
  • the damping characteristics of the feedback compensator are switched according to the control target characteristics. Therefore, regardless of the change in the controlled characteristic, the power train resonance can be suppressed by reducing the amplitude of hydraulic vibration caused by the torsional fluctuation of the drive system and stabilizing the characteristic.
  • FIG. 5 is an overall system diagram showing a drive system and a control system of an engine vehicle to which the speed change hydraulic control of the continuously variable transmission of the first embodiment is applied.
  • It is a shift schedule diagram which shows an example of the D range stepless shift schedule used when the stepless shift control in an automatic shift mode is executed by a variator.
  • It is a main part block diagram which shows the variator shift control system by a hydraulic control system which performs switching control of a feedback compensator and an electronic control system.
  • It is a control block diagram which shows the hydraulic pressure compensator composition of the primary pulley command pressure signal generation part, the characteristic fluctuation factor determination part, and the switching execution part.
  • the shifting hydraulic pressure control in the first embodiment is applied to an engine vehicle equipped with a belt-type continuously variable transmission composed of a torque converter, a forward / backward switching mechanism, a variator, and a final deceleration mechanism.
  • a belt-type continuously variable transmission composed of a torque converter, a forward / backward switching mechanism, a variator, and a final deceleration mechanism.
  • the configuration of the first embodiment will be described separately as “overall system configuration”, “variator shift control system configuration”, “hydraulic pressure compensator configuration”, and “feedback compensator switching control processing configuration”.
  • FIG. 1 shows a drive system and a control system of an engine vehicle to which the shift hydraulic control of the belt-type continuously variable transmission of the first embodiment is applied.
  • the overall system configuration will be described with reference to FIG.
  • the drive system of the engine vehicle includes an engine 1, a torque converter 2, a forward / backward switching mechanism 3, a variator 4, a final deceleration 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 / backward switching mechanism 3, a variator 4, and a final deceleration mechanism 5 in a transmission case (not shown).
  • the engine 1 can control the output torque by an external engine control signal in addition to controlling the output torque by operating the accelerator by the driver.
  • Torque control is performed on the engine 1 by opening and closing the throttle valve, cutting fuel, and the like. For example, fuel cut control is executed when the vehicle travels on the coast by releasing the accelerator foot.
  • a motor generator 10 having a starter motor function and a regenerative power generation function for charging when the charging capacity of the in-vehicle battery is low is connected to the crankshaft of the engine 1.
  • the motor generator 10 may provide an engine assist function in the starting range.
  • the torque converter 2 includes a pump impeller 23, a turbine runner 24, and a stator 26 as components.
  • the pump impeller 23 is connected to the engine output shaft 11 via a converter housing 22.
  • the turbine runner 24 is connected to the torque converter output shaft 21.
  • the stator 26 is provided in the transmission case via a one-way clutch 25.
  • the forward / backward switching mechanism 3 is a mechanism that switches the input rotation direction to the variator 4 between the forward rotation direction during forward travel and the reverse rotation direction during reverse travel.
  • the forward / backward switching mechanism 3 has a double pinion type planetary gear 30, a forward clutch 31 with a plurality of clutch plates, and a reverse brake 32 with a plurality of brake plates.
  • the forward clutch 31 is hydraulically engaged by the forward clutch pressure Pfc when a forward traveling range such as the D range is selected.
  • the reverse brake 32 is hydraulically fastened by the reverse brake pressure Prb when the reverse travel 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 has a primary pulley 42, a secondary pulley 43, and a pulley belt 44, and steplessly changes the gear ratio (ratio of variator input rotation and variator output rotation) by changing the belt contact diameter. It has a shifting function.
  • the primary pulley 42 is composed of a fixed pulley 42a and a slide pulley 42b arranged coaxially with the variator input shaft 40, and the slide pulley 42b slides by the primary pulley pressure Ppri guided to the primary pressure chamber 45.
  • the secondary pulley 43 is composed of a fixed pulley 43a and a slide pulley 43b arranged coaxially with the variator output shaft 41, and the slide pulley 43b slides by the secondary pulley pressure Psec guided to the secondary pressure chamber 46.
  • the pulley belt 44 is hung on a V-shaped sheave surface of the primary pulley 42 and a V-shaped sheave surface of the secondary pulley 43.
  • the pulley belt 44 is formed of two sets of laminated rings in which a large number of annular rings are stacked from the inside to the outside and a punched plate material, and a large number of ring-shaped laminated rings are attached by sandwiching the two sets of laminated rings. It is composed of elements.
  • the pulley 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 pins penetrating in the pulley axial direction.
  • the final deceleration mechanism 5 is a mechanism that decelerates the variator output rotation from the variator output shaft 41, gives a differential function, and transmits the differential function to the left and right drive wheels 6 and 6.
  • the final reduction gear 5 includes an output gear 52 provided on the variator output shaft 41, an idler gear 53 and a reduction gear 54 provided on the idler shaft 50, and a final gear provided at the outer peripheral position of the differential case. It has a gear 55 and.
  • the differential gear mechanism it has a differential gear 56 interposed between the left and right drive shafts 51 and 51.
  • the control system of the engine vehicle includes a hydraulic control unit 7, a CVT control unit 8 (abbreviated as "CVTCU”), and an engine control unit 9 (abbreviated as "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 has a primary pulley pressure Ppri guided to the primary pressure chamber 45, a secondary pulley pressure Psec guided to the secondary pressure chamber 46, a forward clutch pressure Pfc to the forward clutch 31, and a reverse brake pressure Prb to the reverse brake 32. It is a unit that regulates pressure.
  • the hydraulic control unit 7 includes an oil pump source 70 and a hydraulic control circuit 71 that adjusts the control pressure of various hydraulic devices based on the amount of oil discharged from the oil pump source 70.
  • the hydraulic device refers to a hydraulically operated device including a variator 4, a lockup clutch 20, a forward clutch 31, a reverse brake 32, and the like.
  • the oil pump source 70 is a mechanical oil pump that is rotationally driven by the engine 1 as described later.
  • an electric oil pump that is rotationally driven by an electric motor different from the engine 1 may be provided and used in combination with the mechanical oil pump.
  • 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.
  • Each solenoid valve 72, 73, 74, 75, 76 performs a pressure adjusting operation according to a control command value (instructed current) output from the CVT control unit 8.
  • the line pressure solenoid valve 72 adjusts the discharge pressure from the oil pump source 70 to the commanded line pressure PL according to the line pressure command value output from the CVT control unit 8.
  • This line pressure PL is the 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 to the drive system.
  • the primary pressure solenoid valve 73 adjusts the pressure to the primary pulley pressure Ppri commanded by using the line pressure PL as the main pressure in response to the primary pulley command pressure signal output from the CVT control unit 8.
  • the secondary pressure solenoid valve 74 adjusts the pressure reduction to the secondary pulley pressure Psec commanded by using the line pressure PL as the original pressure in response to the secondary pulley command pressure signal output from the CVT control unit 8.
  • the select solenoid valve 75 adjusts the pressure reduction to the forward clutch pressure Pfc or the reverse brake pressure Prb commanded with the line pressure PL as the main pressure according to the forward clutch pressure command value or the reverse brake pressure command value output from the CVT control unit 8. To do.
  • the lockup pressure solenoid valve 76 adjusts the pressure to the LU indicated pressure Pl that engages / slips / releases the lockup clutch 20 according to the indicated current Alu output from the CVT control unit 8.
  • the CVT control unit 8 performs line pressure control, shift control, forward / backward switching control, lockup control, and the like.
  • line pressure control a command value for obtaining a target line pressure according to the accelerator opening or the like is output to the line pressure solenoid valve 72.
  • shift control when the target gear ratio (target primary rotation speed Npri *) is determined, the pulley command pressure signal for obtaining the determined target gear ratio (target primary rotation speed Npri *) is sent to the primary pressure solenoid valve 73 and the secondary pressure solenoid valve 74.
  • the forward / backward switching control a command value for controlling engagement / release 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 the instruction current Alu that controls the LU instruction pressure Pl that engages / engages / releases the lockup clutch 20 is output to the lockup pressure solenoid valve 76.
  • 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 turbine 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 line pressure sensor 99, and the like is input. In addition to these sensors, it has a primary pulley stroke sensor, a secondary pulley stroke sensor, and the like.
  • 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 from the engine control unit 9, the CVT control unit 8 receives information on the engine speed Ne 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 information of the actual engine torque Te estimated and calculated by the engine control unit 9 is received via the CAN communication line 13.
  • FIG. 2 shows an example of a D-range continuously variable transmission schedule used when the continuously variable transmission control in the automatic transmission mode is executed by the variator 4.
  • the shift control when the D range is selected is the operating point (VSP, APO) on the D range continuously variable transmission schedule of FIG. 2 specified by the vehicle speed VSP (vehicle speed sensor 91) and the accelerator opening APO (accelerator opening sensor 14). ) Determines the target primary rotation speed Npri *. Then, the actual primary rotation speed Npri from the primary rotation sensor 90 is made to match the target primary rotation speed Npri * by feedforward compensation + feedback compensation of the pulley hydraulic pressure.
  • the gear ratio is represented by the slope of the gear ratio line drawn from the zero operating point, as is clear from the lowest gear ratio line and the highest gear ratio line of the D range continuously variable transmission schedule. Therefore, determining the target primary rotation speed Npri * based on the operating point (VSP, APO) determines the target gear ratio of the variator 4.
  • the D-range continuously variable transmission schedule makes the gear ratio stepless within the range of the gear ratio range according to the lowest gear ratio and the highest gear ratio according to the operating point (VSP, APO). It is set to change. For example, when the vehicle speed VSP is constant, when the accelerator is depressed, the target primary rotation speed Npri * rises and shifts in the downshift direction, and when the accelerator is returned, the target primary rotation speed Npri * decreases and rises. Shift in the shift direction. When the accelerator opening APO is constant, the gear 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 variator shift control system using a hydraulic control system and an electronic control system that control switching of the feedback compensator.
  • the variator shift control system configuration will be described with reference to FIG.
  • the drive system that controls the switching of the feedback compensator includes an engine 1 (driving drive source), a torque converter 2, a forward / backward switching mechanism 3, a variator 4 (continuously variable transmission), and a final deceleration mechanism 5. It includes a drive wheel 6.
  • the engine 1 has a motor generator 10 connected to a crankshaft.
  • the torque converter 2 has a lockup clutch 20.
  • the forward / backward switching mechanism 3 has a forward clutch 31 and a reverse brake 32.
  • the variator 4 has a primary pulley 42, a secondary pulley 43, and a pulley belt 44.
  • the hydraulic control system that controls the switching of the feedback compensator includes an oil pump source 70 by a mechanical oil pump driven by the engine 1, a hydraulic control circuit 71, a primary pressure solenoid valve 73, and a secondary pressure solenoid valve 74. To be equipped.
  • the electronic control system that controls the switching of the feedback compensator includes a CVT control unit 8.
  • the CVT control unit 8 has a speed change controller 80 that outputs a pulley command pressure signal to the variator 4 to the primary pressure solenoid valve 73 and the secondary pressure solenoid valve 74 of the hydraulic control circuit 71.
  • the speed change controller 80 includes a target hydraulic pressure setting unit 801, a primary pulley command pressure signal generation unit 802, a secondary pulley command pressure signal generation unit 803, a characteristic fluctuation factor determination unit 804, and a switching execution unit. 805 and.
  • the target hydraulic pressure setting unit 801 inputs information on the vehicle speed VSP from the vehicle speed sensor 91 and the accelerator opening APO from the accelerator opening sensor 14. Then, the target primary pressure Ppri * and the target secondary pressure Psec * are set so as to have the target primary rotation speed Npri * (target gear ratio) set based on the operating point (VSP, APO) in the operating state.
  • the primary pulley command pressure signal generation unit 802 (pulley command pressure signal generation unit) inputs information on the target primary pressure Ppri * from the target oil pressure setting unit 801. Then, based on the target primary pressure Ppri *, F / F compensation + F / B compensation using a feedback compensator (hereinafter referred to as “F / B compensator”) that refers to the actual oil pressure supplied to the primary pulley 42. Generates the primary pulley command pressure signal Ppri (C). The generated primary pulley command pressure signal Ppri (C) is output to the primary pressure solenoid valve 73.
  • the secondary pulley command pressure signal generation unit 803 (pulley command pressure signal generation unit) inputs information on the target secondary pressure Psec * from the target oil pressure setting unit 801. Then, based on the target secondary pressure Psec *, the secondary is F / F compensation + F / B compensation using the first F / B compensator 803g and the second F / B compensator 803h that refer to the actual oil pressure supplied to the secondary pulley 43. Generates the pulley command pressure signal Psec (C). The generated secondary pulley command pressure signal Psec (C) is output to the secondary pressure solenoid valve 74.
  • the characteristic fluctuation factor determination unit 804 inputs shift factor information such as the primary actual pressure sensor signal Ppri (S) from the primary pressure sensor 98, the secondary actual pressure sensor signal Psec (S) from the secondary pressure sensor 92, and the oil temperature. .. Then, based on the shift factor information, the characteristic fluctuation factor that the damping characteristic of the F / B compensator does not match due to the change in the control target characteristic including the variator 4 is determined. The determination result of the characteristic fluctuation factor is output to the switching execution unit 805.
  • shift factor information such as the primary actual pressure sensor signal Ppri (S) from the primary pressure sensor 98, the secondary actual pressure sensor signal Psec (S) from the secondary pressure sensor 92, and the oil temperature. .. Then, based on the shift factor information, the characteristic fluctuation factor that the damping characteristic of the F / B compensator does not match due to the change in the control target characteristic including the variator 4 is determined.
  • the determination result of the characteristic fluctuation factor is output to the switching execution unit 805.
  • the switching execution unit 805 inputs the determination result of the characteristic fluctuation factor from the characteristic fluctuation factor determination unit 804. Then, when the characteristic fluctuation factor is determined, the attenuation characteristic of the F / B compensator is switched according to the control target characteristic.
  • the characteristic fluctuation factor is determined, the attenuation characteristic of the F / B compensator is switched according to the control target characteristic.
  • two types of F / B compensators prepared in advance in the primary pulley command pressure signal generation unit 802 are selected.
  • two types of I compensators and two types of PD compensators prepared in advance in the secondary pulley command pressure signal generation unit 803 are selected.
  • the I compensator and PD compensator are both examples of F / B compensators.
  • FIG. 4 shows the hydraulic pressure compensator configuration of the primary pulley command pressure signal generation unit 802, the characteristic fluctuation factor determination unit 804, and the switching execution unit 805.
  • FIG. 5 shows the hydraulic pressure compensator configuration of the secondary pulley command pressure signal generation unit 803, the characteristic fluctuation factor determination unit 804, and the switching execution unit 805.
  • the hydraulic pressure compensator configuration will be described with reference to FIGS. 4 and 5.
  • the primary pulley pressure compensator includes an F / F compensator 802a, a first F / B compensator 802b, and a second F / B compensator 802c in the primary pulley command pressure signal generation unit 802. It has a subtractor 802d and.
  • the F / F compensator 802a inputs the information of the target primary pressure Ppri * and generates the primary pulley F / F compensation command Ppri (F / F) by the F / F compensation calculation.
  • the first F / B compensator 802b is an F / B compensator having damping characteristics matched to low-frequency hydraulic vibration (several Hz) of the primary actual pressure caused by torsional fluctuation of the drive system. That is, the first F / B compensator 802b has a higher damping characteristic than the second F / B compensator 802c, which delays the actual pressure response and attenuates the primary actual pressure. Therefore, when the first F / B compensator 802b is selected by the switching execution unit 805, the primary actual pressure sensor signal Ppri (S) is input from the primary pressure sensor 98 to reduce the hydraulic vibration amount of several Hz.
  • the primary pulley F / B compensation command Ppri (F / B) is generated by compensation.
  • the second F / B compensator 802c is an F / B compensator having damping characteristics matched to high-frequency hydraulic vibration (several to several tens of Hz) of the primary actual pressure caused by torsional fluctuation of the drive system. That is, the second F / B compensator 802c has a lower damping characteristic than the first F / B compensator 802b, which delays the actual pressure response and attenuates the primary actual pressure. Therefore, when the second F / B compensator 802c is selected by the switching execution unit 805, the primary actual pressure sensor signal Ppri (S) is input from the primary pressure sensor 98 to reduce the hydraulic vibration amount of several to several tens of Hz.
  • the primary pulley F / B compensation command Ppri (F / B) is generated according to the damping characteristics.
  • the subtractor 802d subtracts the primary pulley F / B compensation command Ppri (F / B) from the primary pulley F / F compensation command Ppri (F / F) and outputs it to the primary pressure solenoid valve 73 of the control target P (plant). Generates the primary pulley command pressure signal Ppri (C).
  • the transition rate (transition speed). ) Can be set the same or can be set separately.
  • the secondary pulley pressure compensator includes an F / F compensator 803a, a normative response compensator 803b, a subtractor 803c, and a first I compensator 803d in the secondary pulley command pressure signal generation unit 803. , A second I compensator 803e and an adder 803f. Further, it has a first F / B compensator 803g, a second F / B compensator 803h, and a subtractor 803i.
  • the F / F compensator 803a inputs the information of the target secondary pressure Psec * and generates the secondary pulley F / F compensation command Psec (F / F) by the F / F compensation calculation.
  • the normative response compensator 803b inputs the information of the target secondary pressure Psec * and generates the secondary pulley normative response compensation command Psec (N / R) by the normative response compensation calculation.
  • the subtractor 803c generates the secondary pulley norm response difference Psec ( ⁇ N) by subtracting the secondary actual pressure sensor signal Psec (S) from the secondary pulley norm response compensation command Psec (N / R).
  • the 1st I compensator 803d is an integral compensator having damping characteristics matched to the low frequency hydraulic vibration (several Hz) of the secondary actual pressure caused by the torsional fluctuation of the drive system. That is, the first I compensator 803d has a higher damping characteristic than the second I compensator 803e, which delays the actual pressure response and attenuates the secondary actual pressure. Therefore, when the first I compensator 803d is selected by the switching execution unit 805, the secondary pulley normative response difference Psec ( ⁇ N) is input, and the secondary pulley integral compensation command Psec (2) is provided by the integral compensation that reduces the hydraulic vibration amount of several Hz. I) is generated.
  • the second I compensator 803e is an integral compensator having damping characteristics matched to high-frequency hydraulic vibration (several to several tens of Hz) of secondary actual pressure caused by torsional fluctuation of the drive system. That is, the second I compensator 803e has a lower damping characteristic than the first I compensator 803d, which delays the actual pressure response and attenuates the secondary actual pressure. Therefore, when the second I compensator 803e is selected by the switching execution unit 805, the secondary pulley norm response difference Psec ( ⁇ N) is input, and the secondary pulley integral compensation is performed by the integral compensation that reduces the hydraulic vibration amount of several to several tens of Hz. Generate command Psec (I).
  • the adder 803f adds the secondary pulley F / F compensation command Psec (F / F) and the secondary pulley integral compensation command Psec (I) to generate the pulley integral compensation command pressure signal Psec (C').
  • the first F / B compensator 803g is an F / B compensator having damping characteristics matched to low-frequency hydraulic vibration (several Hz) of secondary actual pressure caused by torsional fluctuation of the drive system. That is, the first F / B compensator 803g has a higher damping characteristic than the second F / B compensator 803h, which delays the actual pressure response and attenuates the secondary actual pressure. Therefore, when the first F / B compensator 803g is selected by the switching execution unit 805, the secondary actual pressure sensor signal Psec (S) is input from the secondary pressure sensor 92 to reduce the hydraulic vibration amount of several Hz. The secondary pulley F / B compensation command Psec (F / B) is generated by compensation.
  • the second F / B compensator 803h is an F / B compensator having damping characteristics that match the high frequency hydraulic vibration (several to several tens of Hz) of the secondary actual pressure caused by the torsional fluctuation of the drive system. That is, the second F / B compensator 803h has a damping characteristic that delays the actual pressure response and attenuates the secondary actual pressure, which is lower than that of the first F / B compensator 803g. Therefore, when the second F / B compensator 803h is selected by the switching execution unit 805, the secondary actual pressure sensor signal Psec (S) is input from the secondary pressure sensor 92 to reduce the hydraulic vibration amount of several to several tens.
  • the secondary pulley F / B compensation command Psec (F / B) is generated by / B compensation.
  • the subtractor 803i subtracts the secondary pulley F / B compensation command Psec (F / B) from the pulley integral compensation command pressure signal Psec (C') and outputs it to the secondary pressure solenoid valve 74 of the controlled object P (plant). Generates the pulley command pressure signal Psec (C).
  • the transition rate (transition speed) should be set to the same. You can also set it separately. Also, regarding the transition from the 1st F / B compensator 803g to the 2nd F / B compensator 803h, or the transition from the 2nd F / B compensator 803h to the 1st F / B compensator 803g, the transition rate (transition speed). ) Can be set the same or can be set separately.
  • FIG. 6 shows a flow of switching control processing of the feedback compensator executed by the pulley command pressure signal generation units 802 and 803 of the speed change controller 80, the characteristic fluctuation factor determination unit 804, and the switching execution unit 805.
  • the pulley command pressure signal generation units 802 and 803 of the speed change controller 80 the characteristic fluctuation factor determination unit 804, and the switching execution unit 805.
  • each step of FIG. 6 will be described. In this process, a repetitive process operation is performed according to a predetermined control cycle.
  • step S1 it is determined whether or not the switching operating condition for switching the attenuation characteristic of the feedback compensator is satisfied. If YES (switching operating condition is satisfied), the process proceeds to step S2, and if NO (switching operating condition is not satisfied), the process proceeds to step S9.
  • A. Switching operating condition is satisfied when all the conditions of the oil amount balance condition, the hydraulic pressure eigenvalue condition, and the oil temperature condition are satisfied, and even one condition is not satisfied. Is determined to be unsuccessful. -The oil balance condition is satisfied when the engine speed Ne or more by the oil temperature shaft that does not cause a shortage in the oil balance condition is satisfied. -The hydraulic pressure eigenvalue condition is satisfied if the hydraulic pressure eigenvalue is not lower than the specified value.
  • the map output from the hydraulic pressure eigenvalue map based on the pulley command pressure (X-axis), target stroke speed (Y-axis), and hydraulic pressure eigenvalue (Z-axis) is corrected by oil temperature (multiply by temperature correction coefficient or temperature). Calculated by adding the correction amount).
  • oil temperature multiply by temperature correction coefficient or temperature. Calculated by adding the correction amount).
  • -As for the oil temperature condition if the oil temperature is not lower than the judged oil temperature value, the oil temperature condition is satisfied.
  • the judgment oil temperature value is calculated from the judgment oil temperature value map based on the command pressure difference (X axis) between the line pressure and the pulley pressure, the pulley command pressure (Y axis), and the judgment oil temperature value (Z axis).
  • step S2 following the determination that the switching operation condition is satisfied in S1, it is determined whether or not the power train resonance countermeasure region is established. If YES (determined to be in the P / T resonance countermeasure region), the process proceeds to step S4, and if NO (determined to be not in the P / T resonance countermeasure region), the process proceeds to step S3.
  • the shift phase advance operation flag is used to determine the establishment of the "B.P / T resonance countermeasure region condition".
  • the "shift phase advance operation flag” includes a target gear ratio condition, a gear ratio condition, a gear ratio difference condition, a gear ratio non-divergence condition, a lockup operation condition, a traveling range selection condition, and a non-fail state condition. , It is established that all the conditions with the dither non-operating condition are satisfied. -The target gear ratio condition is satisfied when the target gear ratio is within a predetermined range. -As for the shifting speed condition, the condition is satisfied when the shifting speed is equal to or less than the predetermined speed.
  • the condition is satisfied when the gear ratio difference between the target gear ratio and the actual gear ratio is equal to or less than a predetermined value.
  • -The gear ratio non-divergence condition is satisfied if the gear ratio does not diverge.
  • -The lockup operation condition is satisfied when the lockup clutch 20 is in the engaged state.
  • -The travel range selection condition is satisfied when the range position is D, Ds, S, L, M mode, or rattle determination other than Ds upshift.
  • the non-fail state condition is satisfied unless it is in the fail state.
  • -The dither non-operating condition is satisfied if the dither is not activated.
  • step S3 following the determination that the P / T resonance countermeasure region is not in S2, it is determined whether or not the hydraulic pressure fixed value is higher than the threshold value. If YES (fixed hydraulic pressure value> threshold value), the process proceeds to step S5, and if NO (fixed hydraulic pressure value ⁇ threshold value), the process proceeds to step S4.
  • the "threshold value” refers to a hydraulic pressure specific value that separates low-frequency hydraulic vibration (several Hz) and high-frequency hydraulic vibration (several to several tens of Hz).
  • the oil temperature correction (temperature correction coefficient is applied) to the map output from the hydraulic pressure eigenvalue map based on the pulley command pressure (X-axis), target stroke speed (Y-axis), and hydraulic pressure eigenvalue (Z-axis) in the same manner as above. , Or add the temperature correction amount).
  • step S4 following the determination in S2 that the area is the P / T resonance countermeasure region or the determination in S3 that the hydraulic pressure fixed value ⁇ threshold value, a low eigenvalue compensator is selected and the process proceeds to step S6.
  • the low eigenvalue compensator refers to the first F / B compensator 802b, the first I compensator 803d, and the first F / B compensator 803g selected by the switching execution unit 805.
  • step S5 following the determination that the hydraulic pressure fixed value> the threshold value in S3, a high eigenvalue compensator is selected, and the process proceeds to step S6.
  • the high eigenvalue compensator refers to the second F / B compensator 802c, the second I compensator 803e, and the second F / B compensator 803h selected by the switching execution unit 805.
  • step S6 following the compensator selection in S4 or S5, the hydraulic control of the primary pulley pressure Ppri and the secondary pulley pressure Psec of the variator 4 is activated by F / F compensation and F / B compensation using the selected compensator. Proceed to step S7.
  • step S7 following the hydraulic control operation in S6, it is determined whether or not the selective compensator is different from the previous time. If YES (the selective compensator is different from the previous time), the process proceeds to step S8, and if NO (the selective compensator is the same as the previous time), the process proceeds to the end.
  • step S8 following the judgment that the selective compensator in S7 is different from the previous time, the compensator transition rate between the previous time and this time is increased, and the process proceeds to the end.
  • the increase in the compensator transition rate means that when the compensator selected last time is transitioned to the compensator selected this time, the compensator is gradually switched at a preset transition rate (transition speed). ..
  • step S9 following the determination that the switching operation condition is not satisfied in S1, the shift hydraulic control is stopped, the variator 4 is fixed to the lowest gear ratio, and the process proceeds to the end.
  • a configuration having one F / B compensator is used as a background technique for controlling the primary pressure and the secondary pressure of the variator.
  • One F / B compensator has a damping characteristic that attenuates a hydraulic vibration component of a specific frequency, and generates an F / B compensated hydraulic signal with F / B compensation based on an input actual hydraulic signal.
  • a hydraulic pressure signal obtained by subtracting the F / B compensated hydraulic pressure signal from the command hydraulic pressure signal by F / F compensation is output to the variator to be controlled.
  • the damping characteristics aiming at the damping of the low frequency hydraulic vibration are set as the hydraulic vibration component of the specific frequency to be damped, the high frequency hydraulic vibration cannot be suppressed and the command pressure is not satisfied. The actual pressure response decreases.
  • the damping characteristic is aimed at damping the high-frequency hydraulic vibration, the high-frequency hydraulic vibration can be suppressed while suppressing the decrease in the actual pressure response to the command pressure.
  • one F / B compensator is set to a damping characteristic that suppresses high-frequency hydraulic vibration that ensures the actual pressure response to the command pressure. Therefore, when traveling in a low gear ratio range, low-frequency hydraulic vibration due to power train resonance is allowed to occur. Therefore, there is a demand for suppressing low-frequency hydraulic vibration that gives a sense of discomfort to the driver and occupants while suppressing high-frequency hydraulic vibration.
  • the present inventors have focused on characteristic fluctuation factors in which the damping characteristics of the feedback compensator do not match due to changes in the controlled object characteristics, and based on the determination of the damping characteristics fluctuation factor, determine the damping characteristics of the F / B compensator. I tried to switch. That is, as a solution to the problem of the background technology, in the speed change hydraulic control device of the belt type continuously variable transmission CVT, the speed change controller 80 includes the target hydraulic pressure setting unit 801 and the pulley command pressure signal generation unit 802, 803, and the characteristic fluctuation factor. A means having a determination unit 804 and a switching execution unit 805 was adopted.
  • the target hydraulic pressure setting unit 801 sets the target primary pressure Ppri * and the target secondary pressure Psec * so as to obtain the target gear ratio set based on the operating state.
  • the pulley command pressure signal generators 802 and 803 control the primary pulley command pressure signal Ppri (C) and the secondary pulley based on the target primary pressure Ppri * and the target secondary pressure Psec * by using a feedback compensator that refers to the actual oil pressure. Generates the command pressure signal Psec (C).
  • the characteristic fluctuation factor determination unit 804 determines a characteristic fluctuation factor in which the damping characteristics of the feedback compensator do not match due to a change in the controlled target characteristics including the variator 4. When the characteristic fluctuation factor is determined, the switching execution unit 805 switches the attenuation characteristic of the feedback compensator according to the control target characteristic.
  • the switching execution unit 805 determines the feedback compensator.
  • the damping characteristics are switched according to the characteristics to be controlled. Therefore, regardless of the change in the controlled characteristic, the power train resonance can be suppressed by reducing the amplitude of hydraulic vibration caused by the torsional fluctuation of the drive system and stabilizing the characteristic.
  • a feedback compensator prepare one feedback compensator that can change the damping characteristics to the characteristics aimed at damping low-frequency hydraulic vibration and high-frequency hydraulic vibration.
  • a feedback compensator having a damping characteristic aimed at damping low-frequency hydraulic vibration and a feedback compensator having a damping characteristic aiming at damping high-frequency hydraulic vibration are prepared. Then, when it is necessary to match the damping characteristic of the feedback compensator with the resonance vibration (low frequency resonance vibration) of several Hz due to the change of the controlled target characteristic, it is low by switching to the damping characteristic aiming at the damping of the low frequency hydraulic vibration. Frequency resonance vibration can be suppressed.
  • the high-frequency resonance vibration can be changed by switching to the damping characteristics aimed at damping the high-frequency hydraulic vibration. It can be suppressed.
  • the problem that the actual pressure response to the command pressure when the feedback compensator is switched to the damping characteristic aiming at the damping of low frequency hydraulic vibration is solved by introducing the shift phase lead control. Is possible.
  • the process proceeds from S6 to S7 ⁇ S8 ⁇ end, and the low eigenvalue compensator to the high eigenvalue compensation. It can be switched by increasing the transfer rate to the vessel.
  • the characteristic fluctuation factor determination unit 804 uses the switching operation condition (S1), the P / T resonance countermeasure region condition (S2), and the hydraulic pressure eigenvalue condition (S3) whose hydraulic pressure eigenvalue is higher than the threshold value. Then, by determining these conditions, the change in the control target characteristic including the variator 4 is grasped, and the characteristic fluctuation factor that the attenuation characteristic of the feedback compensator does not match is determined.
  • the switching execution unit 805 stops the shift hydraulic control and fixes the variator 4 to the lowest gear ratio because the hydraulic pressure control by compensation is in the low frequency range (several Hz or less). To do.
  • the switching execution unit 805 determines that the P / T resonance countermeasure region condition is satisfied, or that the P / T resonance countermeasure region condition is not satisfied but the hydraulic eigenvalue condition is not satisfied. If so, select a low eigenvalue compensator (several Hz). Then, the hydraulic control of the primary pulley pressure Ppri and the secondary pulley pressure Psec of the variator 4 is operated by F / B compensation using the selected low eigenvalue compensator.
  • the switching execution unit 805 selects a high eigenvalue compensator when it is determined that the P / T resonance countermeasure region condition is not satisfied but the hydraulic eigenvalue condition is satisfied. Then, the hydraulic control of the primary pulley pressure Ppri and the secondary pulley pressure Psec of the variator 4 is operated by F / B compensation using the selected high eigenvalue compensator (several to several tens of Hz).
  • the shift phase advance operation is performed when determining the region. Use flags.
  • the primary 1st F / B compensator 802b is used, and the secondary 1st F / B compensator 803g is used.
  • the process proceeds from S1 ⁇ S2 ⁇ S4 ⁇ S6 in the flowchart of FIG.
  • the target frequency is several to several tens of Hz (higher frequency than for P / T resonance countermeasures) for the purpose of high hydraulic pressure eigenvalue (for high frequency)
  • the hydraulic eigenvalue map is used. Calculate. Then, the primary second F / B compensator 802c is used, and the secondary second F / B compensator 803h is used.
  • the flow chart of FIG. 6 proceeds from S1 ⁇ S2 ⁇ S3 ⁇ S5 ⁇ S6.
  • the hydraulic vibration characteristic of the shifting hydraulic pressure becomes the hydraulic amplitude as shown in the solid line characteristic F of FIG. Is kept small, and the hydraulic vibration characteristics are stable.
  • the hydraulic vibration has a large amplitude and unstable vibration characteristics in the hydraulic system.
  • the hydraulic vibration amplitude is suppressed to be small in the hydraulic system, the hydraulic vibration characteristic is also stabilized, and the power train resonance of several Hz caused by the torsional fluctuation of the drive system is effectively suppressed. It was proved that.
  • control device for the belt-type continuously variable transmission CVT of the first embodiment has the effects listed below.
  • the speed change hydraulic control device of a continuously variable transmission including a speed change controller 80 that outputs to the circuit 71.
  • the speed change controller 80 The target hydraulic pressure setting unit 801 that sets the target primary pressure and the target secondary pressure so that the target gear ratio is set based on the operating condition, and A pulley command pressure signal generator 802,803 that generates a primary pulley command pressure signal and a secondary pulley command pressure signal by control using a feedback compensator that refers to the actual oil pressure based on the target primary pressure and the target secondary pressure.
  • the characteristic variation factor determination unit 804 that determines the characteristic variation factor that the attenuation characteristic of the feedback compensator does not match due to the change of the control target characteristic including the variator 4
  • the feedback compensator has a switching execution unit 805 that switches the attenuation characteristic of the feedback compensator according to the control target characteristic. Therefore, regardless of the change in the controlled characteristic, the power train resonance can be suppressed by reducing the amplitude of hydraulic vibration caused by the torsional fluctuation of the drive system and stabilizing the characteristic.
  • the pulley command pressure signal generation unit 802, 803 is a first feedback compensator (1st F) having damping characteristics matching the low frequency hydraulic vibration of the actual hydraulic pressure caused by the torsional fluctuation of the drive system as a feedback compensator.
  • It has a second F / B compensator 802c, a second I compensator 803e, and a second F / B compensator 803h). Therefore, it is possible to reduce the low-frequency hydraulic vibration of the actual hydraulic pressure and the high-frequency hydraulic vibration of the actual hydraulic pressure by switching the damping characteristic according to the change of the controlled target characteristic.
  • the first feedback compensator (1st F / B compensator 802b, 1st I compensator 803d, 1st F / B compensator 803g) has a low frequency of several Hz of actual hydraulic pressure due to torsional fluctuation of the drive system.
  • Set the hydraulic damping property to a higher damping characteristic than the second feedback compensator according to the hydraulic vibration.
  • the second feedback compensator (second F / B compensator 802c, second I compensator 803e, second F / B compensator 803h) is a high-frequency hydraulic pressure of several to several tens of Hz actual hydraulic pressure due to torsional fluctuation of the drive system.
  • the hydraulic damping property is set to a damping characteristic lower than that of the first feedback compensator according to the vibration.
  • the damping characteristics according to the change of the controlled target characteristics, the low-frequency hydraulic vibration of the actual hydraulic pressure of several Hz including the swaying vibration and the high-frequency hydraulic vibration of the actual hydraulic pressure of several to several tens of Hz are reduced. be able to.
  • the characteristic fluctuation factor determination unit 804 determines the switching operation condition, the power train resonance countermeasure region condition, and the hydraulic pressure eigenvalue condition in which the hydraulic pressure eigenvalue is higher than the threshold value. Therefore, by determining the three conditions, it is possible to determine the characteristic fluctuation factor in which the damping characteristics of the feedback compensator selected due to the change in the controlled target characteristics do not match.
  • the characteristic fluctuation factor determination unit 804 uses the shift phase advance operation flag to determine the establishment of the power train resonance countermeasure region condition.
  • the switching execution unit 805 determines that the power train resonance countermeasure region condition is satisfied, and the first feedback compensator (1st F / B compensator 802b, 1st I compensator 803d, 1st F /
  • the hydraulic damping control using the B compensator 803 g) and the shift phase lead control for reducing the phase delay of the shift ratio fluctuation are used in combination. Therefore, the power train resonance can be effectively reduced by using the first feedback compensator having improved hydraulic damping while ensuring the actual pressure response to the command pressure by the shift phase advance control.
  • the shift phase advance operation flag is a target gear ratio condition in which the target gear ratio is within a predetermined range, a shift speed condition in which the shift speed is within a predetermined range, and a gear ratio difference between the target gear ratio and the actual gear ratio is within a predetermined range. It is assumed that all the conditions of the gear ratio difference condition, the gear ratio non-divergence condition, the lockup operation condition, the traveling range selection condition, the non-fail state condition, and the dither non-operation condition are satisfied. It is determined that the power train resonance countermeasure region condition is satisfied when the shift phase advance operation flag is set. Therefore, the characteristic fluctuation factor determination unit 804 can make a determination by reflecting fluctuation factors such as a target gear ratio, a gear ratio, a gear ratio difference between the target gear ratio and the actual gear ratio.
  • the switching operation conditions are the oil amount balance condition that there is no shortage of oil amount balance, the oil pressure eigenvalue condition that the oil pressure eigenvalue map output based on the pulley command pressure and the target stroke speed is not lower than the predetermined oil pressure eigenvalue condition. It is judged that the condition is satisfied when all the conditions of the oil temperature condition where the oil temperature is not lower than the predetermined value are satisfied. When the switching operation condition is not satisfied, the switching execution unit 805 stops the shift hydraulic control and fixes the variator 4 to the lowest gear ratio.
  • the characteristic fluctuation factor determination unit 804 can make a determination by reflecting fluctuation factors such as oil amount balance, hydraulic pressure eigenvalue, oil temperature, etc., and shift hydraulic pressure in a low frequency vibration range where shift hydraulic control is not good. Control can be stopped.
  • the switching execution unit 805 determines that the power train resonance countermeasure region condition is not satisfied but the hydraulic eigenvalue condition is not satisfied, the first feedback compensator (first F / B compensator). 802b, 1st I compensator 803d, 1st F / B compensator 803g)
  • the second feedback compensator (second F / B compensator 802c, second I compensator 803e, first 2F / B compensator 803h) is selected. Therefore, the low-frequency hydraulic vibration other than the swaying vibration and the high-frequency hydraulic vibration can be separated and reduced by determining the failure / establishment of the hydraulic eigenvalue condition.
  • a continuously variable transmission (belt type continuously variable transmission) provided with a variator 4 having a primary pulley 42 and a secondary pulley 43, which is interposed in a driving force transmission system from a driving drive source (engine 1) to a drive wheel 6.
  • a continuously variable transmission (belt type continuously variable transmission) provided with a variator 4 having a primary pulley 42 and a secondary pulley 43, which is interposed in a driving force transmission system from a driving drive source (engine 1) to a drive wheel 6.
  • a driving drive source engine 1
  • a drive wheel 6 a continuously variable transmission
  • Set the target primary pressure and target secondary pressure so that the target gear ratio is set based on the operating conditions.
  • the primary pulley command pressure signal and the secondary pulley command pressure signal are generated by control using a feedback compensator that refers to the actual oil pressure.
  • the characteristic fluctuation factor that the attenuation characteristic of the feedback compensator does not match due to the change of the controlled object characteristic including the variator 4 is determined.
  • the attenuation characteristic of the feedback compensator is switched according to the control target characteristic. Therefore, regardless of the change in the controlled characteristic, the power train resonance can be suppressed by reducing the amplitude of hydraulic vibration caused by the torsional fluctuation of the drive system and stabilizing the characteristic.
  • Example 1 two types of first feedback compensators and second feedback compensators having different damping characteristics are provided as feedback compensators, and an example in which two types of feedback compensators are switched by the switching implementation unit 805 is shown.
  • the feedback compensator of course, there may be an example in which three or more types of feedback compensators having different damping characteristics are provided according to the type of hydraulic vibration to be reduced. Further, as the feedback compensator, an example may be provided in which one feedback compensator whose damping characteristics can be changed in multiple steps or stepslessly is provided.
  • Example 1 an example of switching the attenuation characteristics of the feedback compensator was shown as the switching execution unit 805.
  • the switching execution unit may be an example of switching the attenuation characteristics of the feedforward compensator together with the feedback compensator.
  • Example 1 an example is shown in which the variable speed hydraulic control 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 of the present invention may be applied to a vehicle or the like equipped with a continuously variable transmission with an auxiliary transmission.
  • the applicable vehicle is not limited to an engine vehicle, but can also be applied to a hybrid vehicle in which an engine and a motor are mounted as a driving drive source, an electric vehicle in which a motor is mounted as a driving drive source, and the like.

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

Abstract

L'invention concerne un dispositif de commande de transmission (80) d'un dispositif de commande hydraulique de transmission dans une transmission à variation continue (CVT) de type à courroie qui comprend : une unité de réglage de pression hydraulique cible (801) qui règle une pression primaire cible et une pression secondaire cible ; des unités de génération de signal de pression de commande de poulie (802, 803) qui génèrent, sur la base de la pression primaire cible et de la pression secondaire cible, un signal de pression de commande de poulie primaire et un signal de pression de commande de poulie secondaire par commande à l'aide d'un compensateur de rétroaction se référant à une pression hydraulique effective ; une unité de détermination de facteur de variation de caractéristiques (804) qui détermine un facteur de variation de caractéristiques faisant qu'un changement des caractéristiques des cibles de commande comprenant un variateur (4) rend une caractéristique d'atténuation du compensateur de rétroaction inappropriée ; et une unité d'exécution de changement (805) qui change la caractéristique d'atténuation du compensateur de rétroaction pour la mettre en conformité avec les caractéristiques des cibles de commande lorsque le facteur de variation de caractéristiques est déterminé.
PCT/JP2020/010694 2019-03-15 2020-03-12 Dispositif de commande hydraulique de transmission pour transmission à variation continue et procédé de commande hydraulique de transmission pour transmission à variation continue WO2020189470A1 (fr)

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0579550A (ja) * 1991-09-24 1993-03-30 Mazda Motor Corp 油圧作動式変速機の油圧制御装置
JP2000018378A (ja) * 1998-07-03 2000-01-18 Nissan Motor Co Ltd 無段変速機の変速制御装置
JP2000337488A (ja) * 1999-05-26 2000-12-05 Nissan Motor Co Ltd 自動変速機の油圧制御装置
WO2016152469A1 (fr) * 2015-03-26 2016-09-29 ジヤトコ株式会社 Dispositif de commande pour transmission automatique dans un véhicule
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
WO2017159269A1 (fr) * 2016-03-17 2017-09-21 ジヤトコ株式会社 Dispositif de commande servant à une transmission à variation continue et procédé de commande servant à une transmission à variation continue

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0579550A (ja) * 1991-09-24 1993-03-30 Mazda Motor Corp 油圧作動式変速機の油圧制御装置
JP2000018378A (ja) * 1998-07-03 2000-01-18 Nissan Motor Co Ltd 無段変速機の変速制御装置
JP2000337488A (ja) * 1999-05-26 2000-12-05 Nissan Motor Co Ltd 自動変速機の油圧制御装置
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
WO2016152469A1 (fr) * 2015-03-26 2016-09-29 ジヤトコ株式会社 Dispositif de commande pour transmission automatique dans un véhicule
WO2017159269A1 (fr) * 2016-03-17 2017-09-21 ジヤトコ株式会社 Dispositif de commande servant à une transmission à variation continue et procédé de commande servant à une transmission à variation continue

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