CN107588191B - The control device of variable v-belt drive - Google Patents
The control device of variable v-belt drive Download PDFInfo
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- CN107588191B CN107588191B CN201710537959.2A CN201710537959A CN107588191B CN 107588191 B CN107588191 B CN 107588191B CN 201710537959 A CN201710537959 A CN 201710537959A CN 107588191 B CN107588191 B CN 107588191B
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Abstract
The present invention provides a kind of control device of variable v-belt drive.The variable v-belt drive includes head pulley, secondary pulley and the transmission belt being reeved on the head pulley and the secondary pulley.The control device includes electronic control unit.The electronic control unit calculates the band sliding velocity of the transmission belt.The electronic control unit the sliding velocity within a predetermined range in the case where, to the transmission belt band clamping pressure control so that the sliding velocity deviates from scheduled range.
Description
Technical field
The present invention relates to a kind of control devices of variable v-belt drive, more particularly, to NV (noise/vibration) rank
It reduces.
Background technique
It is known to have to have the side of head pulley, secondary pulley and the transmission belt being wound around in the head pulley and secondary pulley
Formula and the variable v-belt drive constituted.The stepless transmission recorded in Japanese Patent Laid-Open 11-44359 is exactly this belt
Stepless transmission.Following situation is disclosed in Japanese Patent Laid-Open 11-44359, that is, be possible to generate stepless transmission
Band sliding in the case where, by making the hydraulic actuator being adjusted with clamping pressure to the pulley to the stepless transmission
The hydraulic interim pressurization of the supply of supply come increase band clamping pressure, thus to band sliding inhibit.In addition, also describing as follows
Situation, that is, increase supply it is hydraulic after, by the supply hydraulic pressure relief to it is common hydraulic when, the speed change of stepless transmission
Than bigger, then more reduce and supply hydraulic decompression rate.
Summary of the invention
As described above, it in the stepless transmission of Japanese Patent Laid-Open 11-44359, is being possible to generate stepless change
In the case where the band sliding of fast device, increases band clamping by making the hydraulic interim pressurization of supply supplied to hydraulic actuator and press
Power, to inhibit to band sliding.Although the hydraulic degree of boost of the supply first passes through experiment in advance, parses and find out, examine
Consider difference of vehicle etc. and is set to the amount with safe clearance and superfluous hydraulic.As a result, in order to sliding to band
Shift-in row inhibit and to the hydraulic of hydraulic actuator excess supply, it is possible to oil consumption rate is caused correspondingly to deteriorate.
The present invention provide it is a kind of can reduce because variable v-belt drive is with Vehicular vibration, the noise caused by sliding,
And it is able to suppress the control device of the deterioration of oil consumption rate.
The control device of variable v-belt drive involved in one embodiment of the present invention is provided.The Belt-type Adjustable-speed
Device includes head pulley, secondary pulley and the transmission belt being reeved on the head pulley and the secondary pulley.The control
Device includes electronic control unit.The electronic control unit calculates the band sliding velocity of the transmission belt.The electricity
Sub- control device the sliding velocity within a predetermined range in the case where, to the transmission belt band clamping pressure carry out
Control, so that the sliding velocity deviates from scheduled range.
The control device according to involved in which, sliding velocity within a predetermined range in the case where, to band press from both sides
Compaction forces are controlled such that sliding velocity deviates from scheduled range.It is produced during driving about variable v-belt drive
Self-excited vibration in raw vibration, being generated between band and pulley, it was found that following situation, that is, not only increasing band clamping
Pressure and in the case where reducing sliding velocity, and in the case where reducing band clamping pressure and increase sliding velocity, from exciting
Dynamic vibration mode (frequency) can also change, so that Vehicular vibration and noise be made to be lowered.Therefore, by according to traveling
State and suitably reduce band clamping pressure to increase sliding velocity, sliding velocity can be made to deviate from scheduled range, and make because oneself
Vehicular vibration caused by excited vibration and noise are lowered, also, by preventing the unwanted increase with clamping pressure, are consumed
The deterioration of oil cut rate will be suppressed.
It, can also be in the following way in the control device involved in aforesaid way, that is, the scheduled range is,
It is preset, greater than zero lower limit value and greater than the region of the sliding velocity between the upper limit value of the lower limit value.
The electronic control unit is in the case where the sliding velocity is in the predetermined range, according to the driving state of the vehicle
And the band clamping pressure of the transmission belt is controlled, so that the sliding velocity becomes the upper limit value or more, or make
The sliding velocity becomes the lower limit value or less.
The control device according to involved in which, sliding velocity within a predetermined range in the case where, according to vehicle
Driving status and so that sliding velocity is become larger than upper limit value or be less than lower limit value, therefore sliding velocity can be made from scheduled
Range deviates.Therefore, Vehicular vibration and noise are lowered.In addition, making sliding velocity and according to the driving state of the vehicle
Greater than upper limit value to reduce band clamping pressure, therefore can anti-stop-band clamping pressure increase, to make deteriorating for oil consumption rate
To inhibition.
It, can also be in the following way in the control device involved in aforesaid way, that is, the electronic control unit exists
The sliding velocity is in the predetermined range and the difference of the sliding velocity and the upper limit value is less than the sliding
In the case where speed and the difference of the lower limit value, the band clamping pressure of the transmission belt is controlled, so that the sliding
Speed becomes the upper limit value or more.
The control device according to involved in which is less than sliding velocity and lower limit in the difference of sliding velocity and upper limit value
In the case where the difference of value, so that sliding velocity is become upper limit value or more, therefore, make sliding velocity into upper limit value and lower limit value
Closer side it is mobile, so as to deviate sliding velocity rapidly from scheduled range.
It, can also be in the following way in the control device involved in aforesaid way, that is, the electronic control unit exists
In the case that the sliding velocity is in the predetermined range, to from current sliding velocity to reaching the upper limit value
Until the first arrival time and the second arrival time from current sliding velocity until reaching the lower limit value carry out
Infer.The electronic control unit is right in the case where being inferred as first arrival time and being shorter than second arrival time
The band clamping pressure of the transmission belt is controlled, so that the sliding velocity becomes the upper limit value or more.
The control device according to involved in which, sliding velocity to from current sliding velocity to reach upper limit value with
And the side movement that arrival time required for lower limit value is shorter, therefore sliding velocity can be made rapidly inclined from scheduled range
From.
It, can also be in the following way in the control device involved in aforesaid way, that is, the electronic control unit exists
The sliding velocity is in the lower limit value situation below of the scheduled range, and in the rotation speed change of the secondary pulley
In the case where greater than preset predetermined value, the lower limit value of the scheduled range is reduced.
The control device according to involved in which, in the case where sliding velocity is lower limit value situation below, and in secondary
In the case that the rotation speed change of belt wheel is greater than predetermined value, the lower limit value of scheduled range is made to become smaller.Self-excited vibration and secondary pulley
Rotation speed change relationship it is deeper, the bigger tendency of the more big then self-excited vibration of rotation speed change with secondary pulley.In addition, from exciting
It is dynamic also characteristic to be made to change due to the individual difference exclusive or of each vehicle changes by the time.Therefore, although sliding velocity is
Lower limit value hereinafter, the rotation speed change of secondary pulley be greater than predetermined value in the case where, also will be to reduce lower limit value and make to slide
Speed becomes new lower limit value mode below and is controlled, so as to prevent the individual difference exclusive or time dependent because of each vehicle
Variation caused by Vehicular vibration and noise the case where becoming larger.
It, can also be in the following way in the control device involved in aforesaid way, that is, the variable v-belt drive
Having between the secondary pulley and driving wheel can be to the clutch that torque capacity changes.The electronic control unit
It is controlled in a manner of making the clutch slip in the case where the sliding velocity is in the predetermined range.
The control device according to involved in which, sliding velocity within a predetermined range in the case where, make the cunning
It moves speed to deviate from scheduled range, and makes clutch slip, so as to reduce the self-excited vibration transmitted to driving wheel
Transmission capacity, and then Vehicular vibration and noise further decrease caused by making because of self-excited vibration.
It, can also be in the following way in the control device involved in aforesaid way, that is, the lower limit value is set
To make the rotation speed change of the secondary pulley become preset predetermined value the following value.
The control device according to involved in which, lower limit value are set to that the rotation speed change of secondary pulley is made to become preparatory
Therefore predetermined value the following value of setting by the way that sliding velocity control will be reduced self-excited vibration below lower limit value, and drops
It is low because of Vehicular vibration and noise caused by self-excited vibration.
It, can also be in the following way in the control device involved in aforesaid way, that is, the upper limit value is set
To make the value deviateed by the frequency of the vibration generated with sliding from the frequency band of Vehicular vibration.
The control device according to involved in which, upper limit value are set to make the frequency of the vibration by generating with sliding
The value that rate deviates from the frequency band of Vehicular vibration, therefore, by controlling sliding velocity to be more than upper limit value, it will be able to make to pass through band
Sliding and generate vibration frequency from the frequency band of Vehicular vibration deviate.It therefore, will not be because passing through caused by band sliding certainly
Excited vibration and so that Vehicular vibration is become larger, so as to reduce Vehicular vibration and noise.
Detailed description of the invention
Hereinafter, being carried out referring to feature, advantage and technology and industrial significance of the attached drawing to exemplary embodiment of the present invention
Description, wherein the identical element of identical symbology.
Fig. 1 is the figure being illustrated to the Sketch for applying vehicle of the invention.
Fig. 2 be for the power transmission using Fig. 1 the engagement element for each driving mode engaging table come pair
The figure that the switching of the driving mode is illustrated.
Fig. 3 is to carry out in the vehicle of Fig. 1 for the control function of various controls and the major part of control system
The figure of explanation.
Fig. 4 is for the gear ratio to stepless transmission be gear ratio other than maximum gear ratio or maximum gear ratio into
The judgement of row judgement sets chart.
Fig. 5 is that the judgement of the sliding velocity used to whether be judged outside predetermined scope sliding velocity is set
Determine chart.
Fig. 6 is the major part to the control action of the electronic control unit of Fig. 3, specifically to for inhibit because
The flow chart that the control action of Vehicular vibration and noise is illustrated caused by generated self-excited vibration in CVT traveling.
Fig. 7 is the process being illustrated to the control action of the electronic control unit as other embodiments of the invention
Figure.
Specific embodiment
Hereinafter, the embodiment of the present invention is described in detail referring to attached drawing.In addition, attached drawing quilt below in an example
It is appropriate to simplify or deform, and the size ratio of each component and shape etc. may not be described accurately.
Fig. 1 is the figure being illustrated to the Sketch for applying vehicle 10 of the invention.In Fig. 1, vehicle 10 has:
As traveling drive force source and the engine 12 that functions；Driving wheel 14；And it is arranged on engine 12 and driving
Power transmission 16 between wheel 14.Power transmission 16 has in the shell 18 as on-rotatably moving part: with start
The well known torque-converters 20 as fluid-type transmission device that machine 12 links；With the whirlpool of the output rotary part as torque-converters 20
The input shaft 22 that wheel shaft is integrally provided；The well known Belt-type Adjustable-speed as stepless speed changing mechanism linked with input shaft 22
Device 24 (hereinafter referred to as stepless transmission 24)；The forward-reverse switching device 26 equally linked with input shaft 22；After advance
It moves back switching device 26 and links and be provided as side by side with stepless transmission 24 gear mechanism of transmission mechanism with input shaft 22
Structure 28；As stepless transmission 24 and the output shaft 30 of the common output rotary part of gear mechanism 28；Countershaft 32；By one
To the back gear 34 that gear is constituted, the pair of gear is arranged on output in a manner of being unable to relative rotation respectively
On axis 30 and countershaft 32, and it is engaged with each other；With the gear being arranged in a manner of being unable to relative rotation on countershaft 32
The differential gear 38 of 36 connections；And a pair of of the vehicle bridge 40 etc. linked with differential gear 38.In the power constituted in this way
In transfer device 16, the power (also synonymous with torque or power in the case where not distinguishing especially) of engine 12 successively via
It is torque-converters 20, stepless transmission 24 (or forward-reverse switching device 26 and gear mechanism 28), back gear 34, poor
Fast gear 38 and vehicle bridge 40 etc. and to a pair of driving wheels 14 transmit.
In this way, power transmission 16 have be set to side by side engine 12 (herein also be passed engine 12
Power as input rotary part input shaft 22 it is synonymous) and driving wheel 14 (herein also with to driving wheel 14 export start
The power of machine 12 as output rotary part output shaft 30 it is synonymous) between power transfer path on stepless transmission 24
And gear mechanism 28.Power transmission 16 has the power of engine 12 from input shaft 22 via variable speed as a result,
Device 24 and to the first power transfer path that 14 side of driving wheel (i.e. output shaft 30) is transmitted, and by the power of engine 12 from defeated
The second power transfer path for entering axis 22 via gear mechanism 28 and to 14 side of driving wheel (i.e. output shaft 30) transmitting, and power
Transfer device 16 is configured to, and is transmitted according to the driving status of vehicle 10 to first power transfer path and second power
Path switches over.It is cut for this purpose, power transmission 16 has as by the power transmitting in above-mentioned first power transfer path
The CVT traveling clutch C2 of disconnected or connection clutch mechanism, and as will be dynamic in above-mentioned second power transfer path
The forward clutch C1 and retrogressing brake B1 of the clutch mechanism of power transmitting cutting or connection, as selectively right
The clutch mechanism that above-mentioned first power transfer path and above-mentioned second power transfer path switch over.CVT traveling uses clutch
Device C2, forward clutch C1 and retrogressing are equivalent to cutting/attachment device with brake B1, and are to pass through hydraulic actuation
Device and the well known hydraulic friction clamping close device (friction clutch) for the engaging that rubs.In addition, as described below, clutch is used in advance
Device C1 and retrogressing brake B1 is respectively one of the element for constituting forward-reverse switching device 26.
Forward-reverse switching device 26 is arranged in the mode concentric relative to input shaft 22 and around the input shaft 22, and
And with the epicyclic gearing 26p, forward clutch C1 and retrogressing of double-pinion type with based on brake B1 and by structure
At.The tooth rest 26c of epicyclic gearing 26p integrally links with input shaft 22, the inside engaged gear of epicyclic gearing 26p
26r with brake B1 and selectively links with shell 18 via retrogressing, the sun gear 26s of epicyclic gearing 26p with
Mode that is concentric relative to input shaft 22 and being capable of relative rotation and around the input shaft 22 setting small-diameter gear 42 link.
In addition, tooth rest 26c and sun gear 26s are selectively connected via forward clutch C1.In structure in this way
At forward-reverse switching device 26 in, when forward clutch C1 is engaged and retreat be released with brake B1 when, it is defeated
Enter axis 22 and small-diameter gear 42 directly to link, thus make in above-mentioned second power transfer path advance power transfer path at
Vertical (reaching).In addition, small-diameter gear 42 is opposite when retrogressing is engaged with brake B1 and forward clutch C1 is released
Rotated in the opposite direction in input shaft 22, thus make in above-mentioned second power transfer path retrogressing power transfer path at
It is vertical.In addition, above-mentioned second power transfer path becomes when forward clutch C1 and retrogressing are released with brake B1
By the neutral state (power transmitting dissengaged positions) of power transmitting cutting.
Gear mechanism 28 is configured to comprising small-diameter gear 42 and is set to gear mechanism in a manner of being unable to relative rotation
The large diameter gear 46 engaged on structure countershaft 44 and with the small-diameter gear 42.Therefore, gear mechanism 28 is to form a gear stage
The transmission mechanism of (gear ratio).By concentric relative to gear mechanism countershaft 44 and gear can be surrounded in a manner of relative rotation
Mechanism countershaft 44 is provided with idle pulley 48.Between gear mechanism countershaft 44 and idle pulley 48, it is still around the setting of gear mechanism countershaft 44
The engaged clutch D1 that will selectively connect or disconnect between the two.Therefore, engaged clutch D1 is used as and is set
Clutch mechanism in power transmission 16, by power transmitting cutting or connection in above-mentioned second power transfer path
And it functions.Specifically, engaged clutch D1 is configured to, including be formed on gear mechanism countershaft 44 first
Gear 50, the second gear 52 being formed on idle pulley 48, be formed with can be with above-mentioned first gear 50 and second gear
The bushing sleeves 54 of the internal tooth of 52 chimeric (can engage, can engage).In the engaged clutch D1 constituted in this way
In, it is chimeric with above-mentioned first gear 50 and second gear 52 by making bushing sleeves 54, to make gear mechanism countershaft 44
It is joined together with idle pulley 48.It is fitted into addition, engaged clutch D1 is also equipped with by first gear 50 and second gear 52
When make that rotation is synchronous, well known synchromesh gear mechanism S1 as synchronization mechanism.Idle pulley 48 and diameter are greater than the idle pulley 48
Output gear 56 engages.Output gear 56 is around axis of rotation identical with output shaft 30 and with cannot relative to the output shaft 30
The mode of relative rotation is arranged.When forward clutch C1 and retrogressing it is engaged with the side in brake B1 and it is engagement type from
When clutch D1 is engaged, make the power of engine 12 from input shaft 22 successively via forward-reverse switching device 26, gear mechanism
28, idle pulley 48 and output gear 56 and be passed to the second power transfer path on output shaft 30 set up (connection).
Stepless transmission 24 is arranged in the power transfer path between input shaft 22 and output shaft 30.Stepless transmission
24 have the variable head pulley 58 of the effective diameter being arranged on input shaft 22, are arranged on the rotation concentric with output shaft 30
The secondary pulley 62 and the transmission belt being reeved between this pair of of variable pulleys 58,62 that effective diameter in shaft 60 can be changed
64, also, stepless transmission 24 is to implement power biography via the frictional force between a pair of of variable pulleys 58,62 and transmission belt 64
The stepless transmission for the well known thrust type passed.
Head pulley 58 has: being installed as consolidating for the fixed rotary body of input side in the mode coaxial relative to input shaft 22
Fixed pulley 58a；It cannot be arranged around axis relative rotation and in a manner of capable of moving in axial direction by relative to input shaft 22
Movable sheave 58b as the movable rotary body of input side；And in order to be changed to the V groove width between the two pulleys and
Generate the main side hydraulic actuator 58c (hereinafter referred to as hydraulic actuator 58c) of the thrust for keeping movable sheave 58b mobile.
Secondary pulley 62 is configured to, and is had: the fixation pulley 62a as the fixed rotary body of outlet side；Relative to this
Fixed pulley 62a cannot be provided as outlet side and movably revolve around axis relative rotation and the mode that can be moved in axial direction
The movable sheave 62b of swivel；And it generates to be changed to the V groove width between the two pulleys for making movable cunning
Take turns the primary side hydraulic actuator 62c (hereinafter referred to as hydraulic actuator 62c) of the mobile thrust of 62b.
In stepless transmission 24, being changed by the V groove width of a pair of of variable pulleys 58,62 makes transmission belt 64
Wrapping diameter (effective diameter) is changed, to make gear ratio (gear ratio) γ (=input shaft rotating speed Nin/ output shaft revolving speed
Nout) consecutive variations.For example, (i.e. stepless transmission 24 is risen for gear ratio γ reduction when the V groove width of constriction head pulley 58
Shelves).In addition, gear ratio γ increases (i.e. stepless transmission 24 is downshifted) when the V groove width of broadening head pulley 58.Output shaft
30 by concentric relative to rotary shaft 60 and can be configured in a manner of relative rotation around the rotary shaft 60.CVT traveling with from
Clutch C2, which is arranged on, (is arranged on secondary pulley 62 and driving wheel 14 by 14 side of driving wheel compared with stepless transmission 24
Between (output shaft 30)), and will selectively be connected or disconnected between secondary pulley 62 and output shaft 30 (driving wheel 14).When
When CVT traveling is engaged with clutch C2, pass the power of engine 12 via stepless transmission 24 from input shaft 22
The first power transfer path being delivered on output shaft 30 sets up (connection).
The movement of power transmission 16 is illustrated below.Fig. 2 is for being directed to using power transmission 16
The engaging table of the engagement element of each driving mode is come the figure that is illustrated to the switching of the driving mode.In Fig. 2, C1 corresponds to
The action state of forward clutch C1, C2 correspond to the action state that CVT traveling uses clutch C2, and B1, which corresponds to, to be retreated with system
The action state of dynamic device B1, D1 correspond to the action state of engaged clutch D1, and "○" indicates engaging (connection), and "×" indicates
It discharges (cutting).
Firstly, being passed to the driving mode on output shaft 30 via gear mechanism 28 to the power as engine 12
The gear traveling of (driving mode of power is transmitted by the second power transfer path) is illustrated.As shown in Fig. 2, at this
In gear traveling, such as forward clutch C1 and engaged clutch D1 engaged, and CVT traveling with clutch C2 and
Retrogressing is released with brake B1.
Specifically, the planet tooth for constituting forward-reverse switching device 26 can be made when forward clutch C1 is engaged
Wheel apparatus 26p is rotated integrally, therefore rotates small-diameter gear 42 with revolving speed identical with input shaft 22.Further, since path tooth
Wheel 42 is engaged with the large diameter gear 46 being arranged on gear mechanism countershaft 44, therefore can make gear mechanism countershaft 44 similarly
It is rotated.Also, since engaged clutch D1 is engaged, gear mechanism countershaft 44 and idle pulley 48 are connected one
It rises.Since the idle pulley 48 is engaged with output gear 56, the output shaft 30 being integrally provided with output gear 56 can be made to rotate.
In this way, the power of engine 12 is successively via torque-converters when forward clutch C1 and engaged clutch D1 is engaged
20, forward-reverse switching device 26, gear mechanism 28 and idle pulley 48 etc. and be passed on output shaft 30.In addition, in the tooth
In wheel traveling, such as when retrogressing is engaged with brake B1 and engaged clutch D1, and CVT traveling with clutch C2 and
When forward clutch C1 is released, it is able to carry out retrogressing traveling.
Next, being passed to the traveling on output shaft 30 via stepless transmission 24 to the power as engine 12
The CVT traveling of mode (driving mode of power is transmitted by the first power transfer path) is illustrated.It is travelled in the CVT
In, as Fig. 2 CVT traveling (high speed) shown in, such as CVT traveling with clutch C2 be engaged, and forward clutch C1, after
It moves back and is released with brake B1 and engaged clutch D1.
Specifically, secondary pulley 62 and output shaft 30 are connected one when CVT traveling is engaged with clutch C2
It rises, therefore secondary pulley 62 can be made to rotate integrally with output shaft 30.In this way, starting when CVT traveling is engaged with clutch C2
The power of machine 12 is successively passed on output shaft 30 via torque-converters 20 and stepless transmission 24 etc..It is travelled in the CVT
In (high speed), engaged clutch D1 be released be in order to, such as eliminate the dragging of the gear mechanism 28 etc. in CVT traveling,
And prevent at high vehicle speeds that there is a situation where high speed rotations for gear mechanism 28 etc..
The gear traveling is selected in the low vehicle-speed region in for example stopping comprising vehicle.Second power transmits road
Gear ratio γ 1 (the gear ratio EL formed by gear mechanism 28) in diameter is set to be greater than to be formed by stepless transmission 24
Maximum gear ratio (i.e. as minimum speed side gear ratio lowest speed gear ratio) γ max value (the i.e. number of teeth of low speed side
Than).Such as gear ratio γ 1 is equivalent to the first fast number of teeth of the gear ratio as first speed gear grade in power transmission 16
Than γ 1, the lowest speed gear ratio γ max of stepless transmission 24 is equivalent in power transmission 16 and is used as second-speed gear grade
Gear ratio the second fast gear ratio γ 2.Thus, for example gear traveling and CVT travel the change according to well known step change transmission
It is used to switch over the shift cable that first speed gear grade and second-speed gear grade switch in speed setting chart.This
Outside, it such as in CVT traveling, is executed using well known method based on driving status such as accelerator opening θ acc, vehicle velocity Vs and is made
The speed change (such as CVT speed change, variable speed) of gear ratio γ variation.Here, being cut travelling from gear to CVT traveling (high speed)
It changes, or from CVT traveling (high speed) to gear when traveling switching, as shown in Fig. 2, transiently travelling (middle vehicle via CVT
Speed) and switch over.
Such as from gear travel to CVT traveling (high speed) switch in the case where, before corresponding with gear traveling
Into with clutch C1 and engaged clutch D1 be engaged state, be transiently switched to CVT traveling clutch C2 with
And state, that is, CVT traveling (middle speed) that engaged clutch D1 is engaged.That is, executing to discharge simultaneously forward clutch C1
CVT traveling is changed into speed change in gear (such as clutch to clutch (clutch to the mode that clutch C2 engages
Clutch) formula speed change (hereinafter referred to as C to C speed change)).At this point, power transfer path is changed to from the second power transfer path
First power transfer path is substantially upshiftd in power transmission 16.Also, it is switched in power transfer path
Afterwards, in order to prevent unwanted dragging or the equal high speed rotation of gear mechanism 28 and discharge engaged clutch D1 (reference Fig. 2's
By driving input cutting).In this way, engaged clutch D1 is inputted as what will be cut off from the input of 14 side of driving wheel by driving
It cuts off clutch and functions.
In addition, switching in the case where for example travelling switching from CVT traveling (high speed) to gear as being travelled to gear
Switching prepare and be switched to from the CVT traveling clutch C2 status transition being engaged and further make engaged clutch
The state of D1 engaging, that is, CVT traveling (middle speed) (downshift referring to Fig. 2 prepares).In CVT traveling (middle speed), become also
The state rotated via gear mechanism 28 to the sun gear 26s of epicyclic gearing 26p transmitting.When from the CVT travel (middle vehicle
Speed) state execute in such a way that CVT traveling is discharged with clutch C2 and be engaged forward clutch C1 and change extension clutch
When speed change (such as C to C speed change) of device, gear traveling will be switched to.At this point, power transfer path transmits road from the first power
Diameter is changed to the second power transfer path, is substantially downshifted in power transmission 16.
Fig. 3 is to being illustrated in vehicle 10 for the control function of various controls and the major part of control system
Figure.In Fig. 3, has the vehicle 10 for example switched over comprising the driving mode to power transmission 16 in vehicle 10
Control device including electronic control unit 80.Fig. 3 is the input-output system for indicating electronic control unit 80 as a result,
Figure, in addition, the functional block line chart being illustrated for the major part to the control function realized by electronic control unit 80.Electricity
Sub- control device 80 is configured to comprising having the so-called microcomputer such as CPU, RAM, ROM, input/output interface,
CPU using the interim store function of RAM and carries out signal processing according to the program being stored in advance in ROM, thereby executing
The various controls of vehicle 10.For example, electronic control unit 80 is configured to, output control, the variable speed of engine 12 are executed
The speed Control of device 24 and the switching control that CVT traveling or gear traveling are switched to clamping pressure control, by driving mode
Deng, and it is divided into engine control is used, speed Control is used etc. as needed.
Based on had by vehicle 10 various sensors (such as engine speed sensor 82, input shaft rotating speed sensing
Device 84, output shaft speed sensor 86, accelerator opening sensor 88, engine load sensor 90, foot brake switch 92,
G sensor 94, hydrostatic sensor 98,99 etc.) the obtained various actual values of the detection signal that detects (such as engine speed
Ne, the input shaft rotating speed Nin of the revolving speed as head pulley 58 corresponding with secondary speed Nt, conduct corresponding with vehicle velocity V
The output shaft revolving speed Nout of the revolving speed of secondary pulley 62, it is as the operating quantity of the accelerator pedal of the acceleration request amount of driver
Accelerator opening θ acc, throttle th, the signal for indicating the state that the foot brake as service brake has been operated
I.e. brake open Bon, vehicle 10 fore-aft acceleration G, to the hydraulic actuator 58c of head pulley 58 supply principal pressure Pin,
The second pressure Pout etc. supplied to the hydraulic actuator 62c of secondary pulley 62), it is respectively supplied to electronic control unit 80
In.
It is exported respectively from electronic control unit 80: the engine output control instruction letter of the output control for engine 12
Number Se；Hydraulic control command signal Scvt for hydraulic control relevant to the speed change of stepless transmission 24；For to it is dynamic
It the relevant forward-reverse switching device 26 of the switching of the driving mode of force transfering device 16, CVT traveling clutch C2 and nibbles
The hydraulic control command signal Sswt etc. that type clutch D1 is controlled.Specifically, exporting control instruction as engine
Signal Se, and export for carrying out air throttle of the driving to be controlled the opening and closing of electronic throttle to throttle actuator
Signal, the injection signal controlled for the amount to the fuel ejected from fuel injection device, for igniter pair
The ignition timing signal etc. that the ignition timing of engine 12 is controlled.In addition, as hydraulic control command signal Scvt, and to
The output of hydraulic control circuit 96 is for the solenoid valve adjusted to the hydraulic actuator 58c of the head pulley 58 principal pressure Pin supplied
The command signal that is driven, for adjusting to the hydraulic actuator 62c of the secondary pulley 62 second pressure Pout's supplied
The command signal etc. that solenoid valve is driven.In addition, as hydraulic control command signal Sswt, and it is defeated to hydraulic control circuit 96
Command signal etc. for being driven to each solenoid valve out, each solenoid valve opposite direction make forward clutch C1, retreat and use
The each of the supplies such as actuator that brake B1, CVT traveling are worked with clutch C2, bushing sleeves 54 hydraulic is controlled.
Electronic control unit 80 functionally has engine output control unit 100 (engine output control unit), becomes
Fast control unit 102 (shift control unit), slip rate calculation part 104 (slip rate computing unit), sliding velocity calculation part 106
(sliding velocity computing unit), sliding velocity judging part 108 (sliding velocity judging unit), (the study control of study control unit 110
Unit) and rotation speed change judging part 112 (rotation speed change judging unit).In addition, speed Control portion 102 is corresponding to of the invention
Control unit.
Engine output control unit 100 for example controls for the output of engine 12, and respectively to throttle actuator, combustion
Expect that injection apparatus, igniter output engine export control instruction signal Se.Engine output control unit 100 is according to for example pre-
The relationship (not shown) (driving force setting chart) first determined, and it is based on actual accelerator opening θ acc and vehicle velocity V, it calculates
As the requirement driving output Pdem of the driving required amount proposed by driver, and set for obtaining requirement driving output
The target engine torque Tetgt of Pdem, and in a manner of obtaining target engine torque Tetgt, it is caused by air throttle
Control is opened and closed to electronic throttle in dynamic device, in addition to this, is also controlled by fuel injection device fuel injection amount,
Ignition timing is controlled by igniter.
Speed Control portion 102 is in CVT traveling, to the output of hydraulic control circuit 96 to the gear ratio γ of stepless transmission 24
The hydraulic control command signal Scvt controlled, to become based on accelerator opening θ acc, vehicle velocity V, brake signal Bon etc.
Calculated target gear ratio γ tgt.Specifically, speed Control portion 102 is to the target gear ratio for reaching stepless transmission 24
The predetermined relationship (such as CVT speed change sets chart) of γ tgt is stored, and is opened according to the relationship and based on accelerator
θ acc and vehicle velocity V etc. are spent, to determine the main instruction pressure of the instruction value as the principal pressure Pin supplied to actuator 58c
The secondary instruction pressure Pouttgt of Pintgt and the instruction value as the second pressure Pout supplied to hydraulic actuator 62c,
And main instruction pressure Pintgt and secondary instruction pressure Pouttgt are exported to hydraulic control circuit 96, thereby executing CVT change
Speed, wherein at the target gear ratio γ tgt, can by stepless transmission 24 band clamping pressure be adjusted to optimal value and
It is in the operating point of engine 12 on scheduled best line (such as engine calculated fuel consumption rate line).
In addition, speed Control portion 102, which is executed, is passed to output shaft via gear mechanism 28 to the power of engine 12
The CVT that is passed on output shaft 30 via stepless transmission 24 of power of gear traveling and engine 12 on 30 travel into
The switching control of row switching.Specifically, whether speed Control portion 102 is to switching the driving mode in vehicle driving and sentence
It is disconnected.For example, speed Control portion 102 is utilized for the fast gear ratio γ 1 of gear ratio EL in travelling with gear corresponding first
The upshift line and drop that the corresponding second fast gear ratio γ 2 of lowest speed gear ratio γ max in travelling with CVT is switched over
Shelves line, and speed change (switching of gear ratio) is judged based on vehicle velocity V and accelerator opening θ acc, and be based on the judgement knot
Fruit and to whether switching the driving mode in vehicle driving and judge.Above-mentioned upshift line and downshift line are predetermined change
Fast line has scheduled hysteresis.
Speed Control portion 102 executes the switching of driving mode when being judged as switching driving mode.For example, speed Control
When portion 102 judges upshift in gear traveling, travel from gear to CVT traveling (high speed) switching.Speed Control portion 102 exists
It is travelled from gear in the case where switching to CVT traveling (high speed), firstly, by discharging and inciting somebody to action forward clutch C1
C to C speed change that CVT traveling is engaged with clutch C2 executes upshift.The state transiently switches corresponding to Fig. 2's
CVT travels (middle speed), and the power transfer path in power transmission 16 transmits the second of power from via gear mechanism 28
Power transfer path is switched to the first power transfer path that power is transmitted via stepless transmission 24.Next, speed Control
The output of portion 102 makes the bushing sleeves 54 of synchronization mechanism S1 work in a manner of by the engaged clutch D1 release in engaging
Instruction, to travel (high speed) switching to CVT.Bushing sleeves 54 are driven by hydraulic actuator (not shown), also, logical
It crosses to the hydraulic of hydraulic actuator supply and is conditioned the press pressure applied to bushing sleeves 54.
In addition, speed Control portion 102 CVT traveling (high speed) in judge downshift when, from CVT traveling (high speed) to
Gear traveling switching.Speed Control portion 102 travelled from CVT (high speed) to gear travel switch in the case where, firstly, output
The instruction that makes the bushing sleeves 54 of synchronization mechanism S1 work in a manner of by the engaged clutch D1 engaging in release, with to
CVT travels (middle speed) switching.Next, speed Control portion 102 with clutch C2 by discharging and will advance CVT traveling
Downshift is executed with the C to C speed change of clutch C1 engaging.The state is travelled corresponding to the gear of Fig. 2, power transmission 16
In power transfer path from via stepless transmission 24 transmit power the first power transfer path be switched to via gear mechanism
Second power transfer path of the transmitting power of structure 28.In this way, speed Control portion 102 be in the driving process of vehicle 10 from via
In the case that the power of stepless transmission 24 is transmitted to the power transmitting switching via gear mechanism 28, make engaged clutch
D1 discharges CVT traveling clutch C2 after acting to engaging side.
However, in CVT traveling, it may occur that due between each pulley 58,62 and transmission belt 64 of stepless transmission 24
Self-excited vibration caused by the sliding (band sliding) of generation, also, the Vehicular vibration and noise generated by the self-excited vibration
As problem.In order to inhibit to the problem, in the prior art, by increase band clamping pressure reduce band sliding to
Reduce self-excited vibration.However, about the incrementss with clamping pressure, if considering difference, the safe clearance etc. of each vehicle,
Then need to be set as value compared with the optimal value of each vehicle and superfluous.Therefore, band clamping pressure is made to become larger always, therefore
To hydraulic also the getting higher of hydraulic actuator 58c, 62c supply, so that oil consumption rate be made to deteriorate.Furthermore, it is necessary to which useful life longevity is higher
Transmission belt, therefore there is also increase manufacturing cost.
In order to eliminate above-mentioned unfavorable condition, in the present embodiment, by a manner of as described below to variable speed
The band clamping pressure of device 24 is controlled, and is pressed down so as to the Vehicular vibration caused by because of self-excited vibration and noise
Oil consumption rate deterioration is inhibited while processed.
Vehicle-state judging part 103 is to whether the driving status in self-excited vibration as problem judges.From exciting
Move not becomes problem in CVT traveling always, but becomes significant in the case where vehicle is in scheduled driving status.Cause
This, vehicle-state judging part 103 becomes significant driving status to self-excited vibration in advance and stores, and becoming in vehicle should
When driving status, the control described hereinafter inhibited to Vehicular vibration and noise will be executed by being judged as.The self-excited vibration
Become significant driving status experimentally to be found out in advance, such as according to gear ratio γ, the input torque of stepless transmission 24
Tin, various revolving speeds (input shaft rotating speed Nin etc.) etc. and be prescribed.Vehicle-state judging part 103 is detecting such as variable speed
When the gear ratio γ of device 24 has been entered in the range that self-excited vibration becomes significantly predetermined, being judged as will be executed to Vehicular vibration
And the control that noise is inhibited.In this way, finding out self-excited vibration by experiment in advance (or parsing) becomes significantly to travel
State, as long as being carried out and described hereinafter pressing down to Vehicular vibration and noise in the case where becoming the driving status
The control of system, so as to reduce the control load that electronic control unit 80 is undertaken.In addition, being input into stepless transmission 24
In input torque Tin be calculated by motor torque Te and the product of the torque ratio of torque-converters 14.
The control inhibited to Vehicular vibration and noise is executed when being judged as by vehicle-state judging part 103
When, slip rate calculation part 104 is performed.Slip rate calculation part 104 is between the pulley 58,62 and transmission belt 64 in CVT traveling
Slip rate η calculated.
Whether slip rate calculation part 104 is first that maximum gear ratio γ max is carried out to the gear ratio γ of stepless transmission 24
Judgement.Judge to set chart using gear ratio γ shown in Fig. 4 whether being that maximum gear ratio γ max is carried out to gear ratio γ
Judgement.In judgement setting chart shown in Fig. 4, horizontal axis indicates that the second pressure Pout of secondary pulley 62, the longitudinal axis indicate main cunning
The principal pressure Pin of wheel 58.Curve shown in Fig. 4 is expressed as the region for maximum gear ratio γ max and becomes maximum gear ratio
Boundary line between the region of gear ratio γ other than γ max indicates to become maximum tooth number ratio relative to the boundary line on the right side
The region of γ max is expressed as relative to boundary line by left side as the region of the gear ratio γ other than maximum gear ratio γ max.Root
According to Fig. 4, in the higher region second pressure Pout, become maximum gear ratio γ max, in the higher region principal pressure Pin,
As the gear ratio γ other than maximum gear ratio γ max.In addition, the judgement setting chart of Fig. 4 first pass through experiment or parsing in advance and
It is found out and stored.Slip rate calculation part 104 sets chart using the judgement of Fig. 4, and is based on actual principal pressure Pin
And second pressure Pout, and which region, which judges, is in current gear ratio γ.For instance in the maximum number of teeth
In the case where in region than γ max, slip rate calculation part 104 is judged as that gear ratio γ for maximum gear ratio γ max, is being in
In the case where in the region of gear ratio γ other than maximum gear ratio γ max, slip rate calculation part 104 is judged as that gear ratio γ is
Gear ratio γ other than maximum gear ratio γ max.
In addition, slip rate calculation part 104 be judged as gear ratio γ be maximum gear ratio γ max in the case where, be based on
Under mathematical expression (1) and calculate slip rate η.In addition, theory γ max is, the structure based on stepless transmission 24 and it is unique really
Fixed maximum gear ratio γ.Mathematical expression (1) indicates, in the case where gear ratio is in maximum gear ratio γ max, slip rate η is logical
It crosses with actual input shaft rotating speed Nin and according to the calculated input shaft rotating speed of output shaft revolving speed Nout (Nout × theory γ
Max difference (Nin-Nout × theory γ max)) is found out divided by input shaft rotating speed Nin.
η=(Nin-Nout × theory γ max)/Nin ... (1)
In addition, slip rate calculation part 104 is in the case where being judged as that gear ratio γ is in other than maximum gear ratio γ max,
Using first pass through experiment or parsing in advance and find out relational expression or relationship setting chart and inferential calculate slip rate η.Institute
State relational expression or relationship setting chart by the input torque Tin that will for example be input into stepless transmission 24, be equivalent to
The principal pressure Pin with clamping pressure of 58 side of head pulley, the second pressure with clamping pressure for being equivalent to 62 side of secondary pulley
Pout and gear ratio γ are constituted as parameter.Above-mentioned input torque Tin, principal pressure Pin, second pressure Pout, gear ratio
γ is parameter relevant to slip rate η, so as to be inferred based on these parameters to slip rate η.Slip rate calculates
Portion 104 is by being applied to above-mentioned relation for actual input torque Tin, principal pressure Pin, second pressure Pout and gear ratio γ
Formula or relationship setting chart in, and inferential calculate slip rate η.
Sliding velocity calculation part 106 is based on by the calculated slip rate η of slip rate calculation part 104 and as head pulley 58
Revolving speed input shaft rotating speed Nin, and calculate sliding velocity Δ N.Sliding velocity Δ N be based on mathematical expression below (2) and by
It calculates.It is shown by mathematical expression (2), sliding velocity Δ N is counted by the product of slip rate η and input shaft rotating speed Nin
It calculates.
Δ N=η × Nin ... (2)
Whether sliding velocity judging part 108 is in pre- to by the calculated sliding velocity Δ N of sliding velocity calculation part 106
Judged outside the scheduled range first set.Fig. 5 be in order to sliding velocity Δ N whether be in outside the scheduled range into
The judgement setting chart for the sliding velocity Δ N that row judges and uses, first passes through experiment or parsing in advance and find out.It is horizontal in Fig. 5
Axis indicates that engine speed Ne, the longitudinal axis indicate sliding velocity Δ N."○" shown in Fig. 5 is indicated in pulley 58,62 and transmission belt
The size of the self-excited vibration generated between 64 becomes predetermined value sliding velocity Δ N below.In addition, the size about self-excited vibration
It whether is predetermined value hereinafter, being preparatory in the rotation speed change Δ Nout of the output shaft revolving speed Nout of the revolving speed as secondary pulley 62
In the predetermined value beta of setting situation below, the size for being judged as self-excited vibration is predetermined value hereinafter, the predetermined value beta is set to
Driver will not because of the Vehicular vibration and the noise that are generated by self-excited vibration and the value of the degree for the sense that do not feel good.
"×" shown in fig. 5 indicates that the self-excited vibration between pulley 58,62 and transmission belt 64 is greater than predetermined value (i.e. output shaft
The rotation speed change Δ Nout of revolving speed Nout has been more than predetermined value beta) sliding velocity Δ N.In addition, " " shown in fig. 5 though indicate
Right self-excited vibration is greater than predetermined value but the self-excited vibration does not become the sliding velocity Δ N of problem.Here, self-excited vibration does not become
The following situation of problem representation, that is, although the self-excited vibration is greater than predetermined value, there is no due to due to the self-excited vibration by driver
The Vehicular vibration and noise of generation and be affected.
Vehicular vibration is in the upper vibration generated such as steering wheel, seat, floor, when detecting, for example, by being pacified respectively
Acceleration transducer on steering wheel, seat, floor etc. and detected.Also, it is detected by each sensor
Vibration do not reach the specified value impacted to driver in the case where, being judged as Vehicular vibration, there is no problem.In addition, closing
It in noise, is detected for example, by being arranged on interior microphone, and driver is impacted not reaching
Specified value in the case where, there is no problem is also judged as the noise.Sliding velocity Δ N shown in " " is indicated such as a result,
Under situation, that is, although self-excited vibration be greater than predetermined value, Vehicular vibration and noise are not above the specified value.In addition,
The case where sliding velocity Δ N shown in "×" is expressed as follows, that is, self-excited vibration is greater than predetermined value, and Vehicular vibration and noise
In at least one party be more than specified value.In addition, the case where sliding velocity Δ N shown in "○" is expressed as follows, that is, self-excited vibration is small
In predetermined value, and Vehicular vibration and noise are not above specified value.
As shown in Figure 5, it is thus identified that following situation, that is, even if engine speed Ne changes, from exciting shown in "×"
Self-excited vibration shown in dynamic sliding velocity Δ N and "○" as more than predetermined value becomes predetermined value sliding velocity Δ N below
Between the value on boundary can also become approximately fixed value.The value on the boundary is set to predetermined value A (lower limit value).In other words,
Predetermined value A is set to self-excited vibration less than predetermined value (the revolving speed Nout of secondary pulley 62 is predetermined value beta or less) and vehicle
Vibration and noise are not above the value of specified value.
On the other hand, although self-excited vibration becomes predetermined value or more and do not affect to Vehicular vibration and noise
" " shown in sliding velocity Δ N can be changed according to engine speed Ne.Specifically, engine speed Ne more under
Drop, sliding velocity Δ N shown in " " become higher.Should " " although shown in self-excited vibration be more than predetermined value but Vehicular vibration
And noise do not become problem sliding velocity Δ N and "×" shown in boundary between sliding velocity value, be set to
The linearly changed predetermined value B (upper limit value) according to engine speed Ne.In addition, being risen in engine speed Ne
When scheduled speed, predetermined value A is consistent with predetermined value B.Between the predetermined value A greater than zero and the predetermined value B greater than predetermined value A
Region be set to the scheduled range of sliding velocity Δ N.
Here, in the region that sliding velocity Δ N is predetermined value B or more, it, should even if self-excited vibration becomes larger than predetermined value
Self-excited vibration will not be that the frequency of self-excited vibration changes as the reason of problem.It is predetermined value in sliding velocity Δ N
In the region of B or more, since the frequency of self-excited vibration changes, to deviate from the frequency band of Vehicular vibration and noise.Its
It as a result is that will not resonate because of self-excited vibration, therefore Vehicular vibration and noise are hardly by the shadow of self-excited vibration
It rings.Therefore, it is not only to be arranged in predetermined value A situation below by sliding velocity Δ N, exist by sliding velocity Δ N setting
In the case where predetermined value B or more, it can also inhibit Vehicular vibration and noise.Therefore, predetermined value B is set to, and makes self-excited vibration
The value that the frequency of (passing through the vibration generated with sliding) deviates from the frequency band of Vehicular vibration.
Sliding velocity judging part 108 is using the judgement setting chart of the sliding velocity Δ N of Fig. 5 and to current sliding velocity
Whether whether Δ N be predetermined value A or less or be that predetermined value B or more is judged.Sliding velocity Δ N be in predetermined value A with
In the case where in the lower or region in predetermined value B or more, it is judged as that sliding velocity Δ N is in outside scheduled range.It is another
Aspect is judged as that sliding velocity Δ N is in predetermined in the case where sliding velocity Δ N is greater than predetermined value A and is less than predetermined value B
In the range of.
When being judged as sliding velocity Δ N within a predetermined range by sliding velocity judging part 108, speed Control portion
102 by make sliding velocity Δ N from the scheduled range deviate in a manner of and to band clamping pressure (the i.e. principal pressure of transmission belt 64
Pin, second pressure Pout) carry out feedback control.That is, so that sliding velocity Δ N becomes predetermined value A or less or makes sliding velocity
Δ N becomes the mode of predetermined value B or more, carries out feedback control to band clamping pressure.
Difference L1 (=Δ N-A) and cunning of the speed Control portion 102 for example to current sliding velocity Δ N and predetermined value A
The difference L2 (=B- Δ N) for moving speed Δ N and predetermined value B is calculated, and becomes sliding velocity Δ N to the lesser side of difference
Change.Specifically, speed Control portion 102 difference L1 be less than difference L2 in the case where so that sliding velocity Δ N become predetermined value
A mode below and to band clamping pressure carry out feedback control, difference L2 be less than difference L1 in the case where so that sliding velocity
Δ N becomes the mode of predetermined value B or more and carries out feedback control to band clamping pressure.
When setting the target value Δ N* of sliding velocity Δ N, speed Control portion 102 is so that sliding velocity Δ N follows the mesh
The mode of scale value Δ N* and to band clamping pressure execute feedback control.In addition, the target value Δ N* of sliding velocity Δ N is set
To further contemplate the difference of vehicle for the predetermined value (predetermined value A or predetermined value B) of the lesser side of the difference
Deng and consider the value of surplus in advance.Speed Control portion 102 is to by between target value Δ N* and current sliding velocity Δ N
The control amount that deviation (=Δ N*- Δ N) is found out multiplied by preset gain (proportional gain K etc.) is calculated, it is specific and
Speech, the secondary of the second pressure Pout of main instruction pressure Pintgt and secondary pulley 62 to the principal pressure Pin of head pulley 58
Instruction pressure Pouttgt is calculated.Also, speed Control portion 102 is by the calculated main instruction pressure Pintgt of institute and secondary
Grade instruction pressure Pouttgrt is exported to hydraulic control circuit 96.
For example, speed Control portion 102 is in the secondary instruction pressure that will make sliding velocity Δ N decline (or rising)
Pouttgt as feedback control control amount and when being calculated, predetermined relationship is based on, relative to second pressure Pout
Variation and the main instruction pressure Pintgt for the gear ratio γ for maintaining stepless transmission 24 is calculated (in this case, real
Feedback control is carried out to second pressure Pout in matter).By above-mentioned control, sliding velocity Δ N deviates from scheduled range, because
This, Vehicular vibration and noise are suppressed.Especially in the case where sliding velocity Δ N is set as predetermined value B or more, due to applying
The band clamping pressure for adding to transmission belt 64 becomes smaller, therefore the unwanted increase with clamping pressure is made to be inhibited.As a result, to liquid
The hydraulic reduction of supply of hydraulic actuator 58c, 62c supply, therefore, the deterioration of oil consumption rate is also suppressed.
In above-mentioned control, in the predetermined range that sliding velocity Δ N is in that Vehicular vibration and noise become problem
In the case where, make sliding velocity Δ N into difference L1, L2 of sliding velocity Δ N and predetermined value A and predetermined value B lesser one
Side is mobile.As long as being not limited to lesser in difference L1, L2 however, deviateing sliding velocity Δ N from scheduled range
Side.For example, it is also possible to which sliding velocity Δ N is made to deviate the shorter sidesway of required arrival time to from scheduled range
It is dynamic.Specifically, by experiment or parsing arrival required for finding out current sliding velocity Δ N arrival predetermined value A respectively
Time T1 and sliding velocity Δ N reaches arrival time T2 required for predetermined value B, and makes sliding velocity Δ N to arrival time
Shorter side in T1, T2 is mobile.For example, the arrival time until reaching predetermined value A from current sliding velocity Δ N
In the case that T1 is shorter than the arrival time T2 until reaching predetermined value B, by sliding velocity Δ N control below predetermined value A.This
Outside, in the case where arrival time T2 is shorter than arrival time T1, by sliding velocity Δ N control more than predetermined value B.In addition,
By input torque Tin, gear ratio γ, liquid temperature etc. as parameter it is various under the conditions of, experimentally find out arrival time T1, T2.
Although however, the predetermined value A and predetermined value B are set with the initial value found out in advance, due to of vehicle
Body difference and change year in year out, optimal value can change.In this regard, study control unit 110 be based on self-excited vibration relationship compared with
The study control of rotation speed change Δ Nout, the Lai Zhihang predetermined value A of deep secondary pulley 62, so as to the individual difference exclusive or with vehicle
Change year in year out and independently Vehicular vibration and noise are inhibited.
In the case where being judged as that sliding velocity Δ N deviates from scheduled range by sliding velocity judging part 108, especially
It is in sliding velocity Δ N in predetermined value A situation below, revolving speed of the rotation speed change judging part 112 based on secondary pulley 62,
That is output shaft revolving speed Nout, and the rotation speed change Δ Nout of output shaft revolving speed Nout is calculated, and calculated to institute
Whether rotation speed change Δ Nout is judged below preset predetermined value beta.In addition, rotation speed change Δ Nout is per unit
The variable quantity of the output shaft revolving speed Nout of time, and by carrying out time diffusion to the output shaft revolving speed Nout detected at any time
And it calculates.
It is being judged as the rotation speed change Δ Nout of secondary pulley 62 greater than predetermined value beta by rotation speed change judging part 112
In the case of, study control unit 110 reduces predetermined value A.For example, being judged as and turning when sliding velocity Δ N is predetermined value A or less
In the case that speed variation Δ Nout is greater than predetermined value beta, current sliding velocity Δ N study is newly pre- by study control unit 110
Definite value A.As a result, predetermined value A is updated to be less than the value of the predetermined value A before study.Make when by learning control unit 110
When predetermined value A is updated, speed Control portion 102 executes band in a manner of making sliding velocity Δ N be less than updated predetermined value A
The feedback control of clamping pressure.Independently self-excited vibration is pressed down thereby, it is possible to the individual difference with vehicle and changing year in year out
System.
Fig. 6 is the major part to the control action of electronic control unit 80, specifically, to inhibiting because travelling in CVT
The flow chart that the control action of Vehicular vibration caused by the self-excited vibration of middle generation and noise is illustrated.The flow chart exists
It is performed repeatedly in CVT traveling.
Firstly, in step S1 corresponding with the function of vehicle-state judging part 103 (hereinafter, omitting " step "), it is right
Whether the driving status of vehicle is that the self-excited vibration set by gear ratio γ, input torque Tin, various revolving speeds etc. becomes aobvious
The driving status of work is judged.In the case where being judged as is not that self-excited vibration becomes significant driving status, S1 makes no
Fixed judgement, and terminate this process.In the case where being judged as that self-excited vibration becomes significant driving status, S1 makes to be sentenced certainly
It is disconnected, and enter S2.
In step S2 corresponding with the function of slip rate calculation part 104, it is based on principal pressure Pin and second pressure
Pout and whether be that maximum gear ratio γ max judges to the gear ratio γ of stepless transmission 24.It is being judged as gear ratio γ
In the case where not being maximum gear ratio γ max, S2 makes negative evaluation, and enters S3.In the function with slip rate calculation part 104
In corresponding S3, based on by input torque Tin, band clamping pressure (principal pressure Pin, second pressure Pout), gear ratio γ structure
At relational expression or relationship set chart, and inferential calculate slip rate η.On the other hand, it is to be judged as the number of teeth in S2
In the case where being maximum gear ratio γ max than γ, S2 makes affirmative determination, and enters S4.In the function with slip rate calculation part 104
In the corresponding S4 of energy, slip rate η is calculated based on above-mentioned mathematical expression (1).
In S5 corresponding with the function of sliding velocity calculation part 106, by making the calculated cunning in S2 or S3
Shifting rate η is multiplied by input shaft rotating speed Nin, to calculate sliding velocity Δ N.Opposite with the function of sliding velocity judging part 108
In the S6 answered, whether sliding velocity Δ N calculated to institute judges below predetermined value A or more than predetermined value B.?
In the case that sliding velocity Δ N is greater than predetermined value A and is less than predetermined value B, S6 makes negative evaluation, and enters S9.With speed change
In the corresponding S9 of control unit 102, the target value Δ N* of sliding velocity Δ N is set, and so that sliding velocity Δ N is chased after
The feedback control with clamping pressure (principal pressure Pin, second pressure Pout) is executed with the mode of target value Δ N*.As a result,
The control of S2~S6, S9 are repeatedly executed at predetermined intervals, until sliding velocity Δ N becomes predetermined value A or less or predetermined value B or more.
In S6, in the case where being judged as that sliding velocity Δ N is below predetermined value A or more than predetermined value B, S6 makees
Affirmative determination out, and enter S7.In S7 corresponding with the function of rotation speed change judging part 112, secondary pulley 62 is calculated
Rotation speed change Δ Nout.Next, in S8 corresponding with rotation speed change judging part 112, to revolving speed calculated in S7
Change whether Δ Nout is judged below predetermined value beta.In the case where rotation speed change Δ Nout is greater than predetermined value beta, S8 makees
Negative evaluation out, and enter S10.In S10 corresponding with the study function of control unit 110, it is in pre- in sliding velocity Δ N
In definite value A situation below, current sliding velocity Δ N is updated into (setting) as new predetermined value A.That is, predetermined value A is to decline
Side is changed.Also, S6 is returned to, again to sliding velocity Δ N whether below predetermined value A or predetermined value B or more sentences
It is disconnected.S8 is returned, in the case where rotation speed change Δ Nout is predetermined value beta situation below, terminates this process.
As described above, according to the present embodiment, sliding velocity Δ N within a predetermined range in the case where so that sliding
It moves speed Δ N and feedback control is carried out to band clamping pressure from the mode that scheduled range deviates.About in stepless transmission 24
Driving during in the vibration that generates, the self-excited vibration that is generated between transmission belt 46 and pulley 58,62, it was found that it is as follows
Situation, that is, not only increase band clamping pressure and in the case where reduce sliding velocity Δ N, but also reducing band clamping pressure and
In the case where increasing sliding velocity Δ N, the vibration mode (frequency) of self-excited vibration can be also set to change to make Vehicular vibration
And noise reduces.Therefore, increase sliding velocity Δ N by being reduced according to transport condition and suitably with clamping pressure, thus
Deviate sliding velocity Δ N from scheduled range, the Vehicular vibration and noise caused by thus making because of self-excited vibration reduce, and
And by preventing the unwanted increase with clamping pressure, so that the deterioration of oil consumption rate be made to be suppressed.
In addition, according to the present embodiment, sliding velocity Δ N within a predetermined range in the case where, according to the row of vehicle
It sails state and so that sliding velocity Δ N is become larger than predetermined value B or be less than predetermined value A, therefore sliding velocity Δ N can be made from predetermined
Range deviate.Therefore, Vehicular vibration and noise are lowered.In addition, making sliding velocity Δ N according to the driving state of the vehicle
Greater than predetermined value B, to become smaller with clamping pressure, therefore it is capable of the increase of anti-stop-band clamping pressure, and then make the evil of oil consumption rate
Change and is suppressed.
In addition, being less than sliding velocity Δ N according to the present embodiment in the difference L2 of sliding velocity Δ N and predetermined value B and making a reservation for
In the case where the difference L1 of value A, sliding velocity Δ N is set as predetermined value B or more, thus make sliding velocity Δ N to predetermined value A with
And the closer side in predetermined value B is mobile, so as to deviate sliding velocity Δ N rapidly from scheduled range.
In addition, according to the present embodiment, by making sliding velocity Δ N to the arrival predetermined value A from current sliding velocity Δ N
And the shorter side in arrival time T1, T2 needed for predetermined value B is mobile, can also make sliding velocity Δ N rapidly from
Scheduled range deviates.
In addition, according to the present embodiment, in the case where sliding velocity Δ N is predetermined value A situation below, and in secondary pulley 62
Rotation speed change Δ Nout be greater than predetermined value beta in the case where, predetermined value A becomes smaller.The revolving speed of self-excited vibration and secondary pulley 62 becomes
Dynamic Δ Nout relationship is deeper, and the rotation speed change Δ Nout with secondary pulley 58 becomes more big, and self-excited vibration becomes bigger
Tendency.In addition, self-excited vibration also can make characteristic change due to the individual difference exclusive or of each vehicle changes by the time.Cause
This, although sliding velocity Δ N is in predetermined value A hereinafter, the case where the rotation speed change Δ Nout of secondary pulley 62 is greater than predetermined value beta
Under, also will by reduce predetermined value A and make sliding velocity Δ N become new predetermined value A it is below in a manner of controlled, so as to
The case where preventing Vehicular vibration and noise from becoming larger due to the individual difference exclusive or of each vehicle changes by the time.
In addition, predetermined value A is set to that the rotation speed change Δ Nout of secondary pulley 62 is made to become preparatory according to the present embodiment
Predetermined value beta the following value of setting, therefore by making sliding velocity Δ N be controlled in predetermined value A hereinafter, to make self-excited vibration
It reduces, and then Vehicular vibration caused by making because of self-excited vibration and noise reduce.
In addition, according to the present embodiment, predetermined value B be set to make by the frequency of the self-excited vibration generated with sliding from
The value that the frequency band of Vehicular vibration deviates, therefore by making sliding velocity Δ N be controlled in predetermined value B or more, to make to pass through band
Sliding and generate self-excited vibration frequency from the frequency band of Vehicular vibration deviate.Therefore, since institute will not be slid because passing through band
The self-excited vibration of generation and so that Vehicular vibration is become larger, therefore reduce Vehicular vibration and noise.
Next, being illustrated to other embodiments of the invention.In addition, in the following description, for it is above-mentioned
The common part of embodiment mark identical symbol and the description thereof will be omitted.
In the above-described embodiment, in the case where sliding velocity Δ N is greater than predetermined value A and is less than predetermined value B, so that sliding
Speed Δ N is moved as the mode of predetermined value A or less or predetermined value B or more and to band clamping pressure (i.e. principal pressure Pin, secondary
Pressure Pout) carry out feedback control.However, sliding velocity Δ N within a predetermined range during, self-excited vibration is passed
Onto driving wheel 14, to generate Vehicular vibration and noise.Therefore, in the present embodiment, it is in predetermined in sliding velocity Δ N
In the range of during, other than the feedback control with clamping pressure, also make to be arranged on stepless transmission 24 and drive
The CVT traveling clutch C2 of the change for being able to carry out torque capacity between driving wheel 14 is slided, to reduce to driving wheel 14
The transmission capacity of the vibration (self-excited vibration) of transmitting.The speed Control portion 102 ' (referring to Fig. 3) of the present embodiment is in addition to band clamping pressure
Feedback control except, also during until sliding velocity Δ N reaches target value Δ N*, make CVT traveling clutch
C2 slides preset target slippage SLIP*.In addition, target slippage SLIP* first passes through experiment or parsing in advance and finds out,
And it is set to, by reducing the vibration transmitted to driving wheel 14 to make driver will not be due to because self-excited vibration generates
Vehicular vibration and noise and the degree for the sense that do not feel good value.In addition, CVT clutch C2 corresponds to clutch of the invention
Device.
Speed Control portion 102 ' calculates CVT traveling at any time and uses the slippage SLIP of clutch C2, and executes and be based on being calculated
The feedback control of clutch C2 of the CVT traveling of the deviation (SLIP*-SLIP) of slippage SLIP and target slippage SLIP* out
System.By executing above-mentioned control, to thus make in CVT traveling with sliding is generated in clutch C2 to the transmitting of driving wheel 14
Vibration reduces.In addition, speed Control portion 102 ' keeps CVT complete with clutch C2 when sliding velocity Δ N reaches target value Δ N*
Engaging.
Fig. 7 is to be illustrated to the control action of the electronic control unit 80 ' as other embodiments of the invention
Flow chart.When the flow chart of Fig. 7 to be compared with the flow chart of above-mentioned Fig. 6, step only has been added after step S9
S20, others control no any variation.Hereinafter, being mainly illustrated to step S20.
In Fig. 7, in the case where S6 makes negative evaluation, in S9, the target value Δ N* of sliding velocity Δ N is set,
And band clamping pressure (principal pressure Pin, second pressure are executed in a manner of making sliding velocity Δ N follow target value Δ N*
Pout feedback control).Next, making CVT traveling clutch in S20 corresponding with the function in speed Control portion 102 '
Device C2 sliding, to reduce the self-excited vibration transmitted to driving wheel 14.Thereby, it is possible to reduce in the feedback control with clamping pressure
The Vehicular vibration and noise of middle generation.
Effect same as the above embodiments can be also obtained through this embodiment.In addition, being in sliding velocity Δ N
In the case where in predetermined range, by deviateing the sliding velocity Δ N from scheduled range and making CVT traveling clutch
Thus C2 sliding further decreases so as to reduce the transmission capacity for the self-excited vibration transmitted to driving wheel 14 because of self-excited vibration
Caused by Vehicular vibration and noise.
Above based on attached drawing and the embodiment of the present invention has been described in detail, but the present invention is also applicable to other
Mode in.
For example, although in the above-described embodiment, power transmission 16 is to have stepless transmission 24 and tooth side by side
The device of mechanism 28 is taken turns, but the present invention may not be defined in this.For example, gear mechanism 28 be not necessarily it is necessary, be also possible to sending out
Has the existing stepless transmission of stepless transmission 24 between motivation 12 and output shaft 30.
Although in addition, in the above-described embodiment, based on the principal pressure Pin detected by hydrostatic sensor 98,99
And second pressure Pout, and whether it is that maximum gear ratio γ max judges to the gear ratio γ of stepless transmission 24, but
Can the secondary instruction pressure Pouttgt of main instruction pressure Pintgt based on principal pressure Pin and second pressure Pout and it is right
The gear ratio γ of stepless transmission 24 is judged.It, can in the case where being judged in this way based on instruction pressure
Omit hydrostatic sensor 98,99.
Although in addition, in the above-described embodiment, being reduced by study control unit 110 as the pre- of sliding velocity Δ N
The predetermined value A of the lower limit value of fixed range, but predetermined value A can also be further increased.For example, it is also possible in the following way,
That is, sliding velocity Δ N within a predetermined range in the case where, calculate secondary pulley 62 rotation speed change Δ Nout, in institute
Calculated rotation speed change Δ Nout increases predetermined value A in predetermined value beta situation below.Thereby, it is possible to pass through study control
Portion 110 and make predetermined value A to increase side and reduce side both sides be adjusted.
Although in addition, in the above-described embodiment, based on vehicle-state judging part 103 in gear ratio γ, input torque
Tin, various revolving speeds etc. within a predetermined range in the case where be judged as to execute Vehicular vibration and noise inhibited
Control.However, these parameters may not be defined in.For example, for 4WD (4Wheel Drive: four-wheel drive) vehicle the case where
Under, as long as by be switched to 4WD traveling the case where or to secondary driving wheel distribute torque ratio be more than predetermined value feelings
Condition is as the parameter associated with self-excited vibration such as condition, it will be able to appropriate application.In addition it is also possible in the following way, that is,
Vehicle-state judging part 103 is omitted, and executes the control inhibited to Vehicular vibration and noise always in CVT traveling
System.
In addition, only an embodiment, the present invention being capable of knowing based on those skilled in the art for above-mentioned content
Know and is implemented in a manner of being subject to various changes, improvement.
Claims (8)
1. a kind of control device of variable v-belt drive, the variable v-belt drive include head pulley, secondary pulley and
The transmission belt being reeved on the head pulley and the secondary pulley,
The control device includes the electronic control unit calculated with sliding velocity to the transmission belt,
The electronic control unit the sliding velocity within a predetermined range in the case where, to the transmission belt band press from both sides
Compaction forces are controlled, so that the sliding velocity deviates from scheduled range.
2. control device as described in claim 1, wherein
The scheduled range is, preset, between the lower limit value greater than zero and the upper limit value greater than the lower limit value
The region of the sliding velocity,
The electronic control unit is in the case where the sliding velocity is in the predetermined range, according to the traveling of vehicle
State and to the transmission belt band clamping pressure controlling so that the sliding velocity become the upper limit value more than, or
Person makes the sliding velocity become the lower limit value or less.
3. control device as claimed in claim 2, wherein
The electronic control unit the sliding velocity be in the predetermined range and the sliding velocity and it is described on
In the case that the difference of limit value is less than the sliding velocity and the difference of the lower limit value, to the band clamping pressure of the transmission belt
It is controlled, so that the sliding velocity becomes the upper limit value or more.
4. control device as claimed in claim 2, wherein
The electronic control unit is in the case where the sliding velocity is in the predetermined range, to from current sliding
Speed plays the first arrival time until reaching the upper limit value and from current sliding velocity to reaching the lower limit value
Until the second arrival time inferred,
The electronic control unit is in the case where being inferred as first arrival time and being shorter than second arrival time, to institute
The band clamping pressure for stating transmission belt is controlled, so that the sliding velocity becomes the upper limit value or more.
5. the control device as described in any one of claim 2 to 4, wherein
The electronic control unit the sliding velocity be the scheduled range lower limit value situation below under, and
In the case that the rotation speed change of the secondary pulley is greater than preset predetermined value, the lower limit value of the scheduled range is subtracted
It is small.
6. the control device as described in any one of Claims 1-4, wherein
The variable v-belt drive has between the secondary pulley and driving wheel and can change to torque capacity
Clutch,
The electronic control unit is in the case where the sliding velocity is in the predetermined range, so that the clutch
The mode of sliding controls the clutch.
7. control device as claimed in claim 2, wherein
The lower limit value is set to, and the rotation speed change of the secondary pulley is made to become preset predetermined value the following value.
8. control device as claimed in claim 2, wherein
The upper limit value is set to, and makes to deviate by the frequency of the vibration generated with sliding from the frequency band of Vehicular vibration
Value.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2016-135502 | 2016-07-07 | ||
| JP2016135502A JP6414151B2 (en) | 2016-07-07 | 2016-07-07 | Control device for belt type continuously variable transmission |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN107588191A CN107588191A (en) | 2018-01-16 |
| CN107588191B true CN107588191B (en) | 2019-06-04 |
Family
ID=60948659
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201710537959.2A Expired - Fee Related CN107588191B (en) | 2016-07-07 | 2017-07-04 | The control device of variable v-belt drive |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP6414151B2 (en) |
| CN (1) | CN107588191B (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110273989B (en) * | 2018-03-13 | 2021-09-21 | 上海汽车集团股份有限公司 | Method and device for controlling clamping of transmission steel belt in continuously variable transmission |
| CN110715052A (en) * | 2019-10-28 | 2020-01-21 | 周翔 | Transmission speed change control system |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2001108082A (en) * | 1999-10-13 | 2001-04-20 | Toyota Motor Corp | Control device for winding transmission device |
| DE10059450A1 (en) * | 2000-11-30 | 2002-06-13 | Zf Batavia Llc | Variator slip detection method for continuously variable transmission uses detection and analysis of vibration noise |
| JP4415618B2 (en) * | 2003-09-12 | 2010-02-17 | トヨタ自動車株式会社 | Belt slip prediction device |
| JP5455790B2 (en) * | 2010-05-28 | 2014-03-26 | ダイハツ工業株式会社 | Starting clutch control device |
| JP5691602B2 (en) * | 2011-02-15 | 2015-04-01 | 日産自動車株式会社 | Shift control device and control method for continuously variable transmission |
| EP2752600A4 (en) * | 2011-08-30 | 2016-07-06 | Jatco Ltd | Vehicle control device |
| JP5646067B2 (en) * | 2011-08-31 | 2014-12-24 | ジヤトコ株式会社 | Vehicle control apparatus and control method thereof |
| EP2833025A4 (en) * | 2012-03-28 | 2016-07-20 | Jatco Ltd | Continuously variable transmission and hydraulic pressure control method therefor |
-
2016
- 2016-07-07 JP JP2016135502A patent/JP6414151B2/en not_active Expired - Fee Related
-
2017
- 2017-07-04 CN CN201710537959.2A patent/CN107588191B/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JP6414151B2 (en) | 2018-10-31 |
| CN107588191A (en) | 2018-01-16 |
| JP2018004044A (en) | 2018-01-11 |
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