JPS6353343A - Speed change controlling method for continuously variable transmission for vehicle - Google Patents
Speed change controlling method for continuously variable transmission for vehicleInfo
- Publication number
- JPS6353343A JPS6353343A JP61193395A JP19339586A JPS6353343A JP S6353343 A JPS6353343 A JP S6353343A JP 61193395 A JP61193395 A JP 61193395A JP 19339586 A JP19339586 A JP 19339586A JP S6353343 A JPS6353343 A JP S6353343A
- Authority
- JP
- Japan
- Prior art keywords
- speed
- engine
- gear ratio
- change
- calculated
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 230000005540 biological transmission Effects 0.000 title claims abstract description 13
- 238000000034 method Methods 0.000 title claims description 9
- 230000001133 acceleration Effects 0.000 claims abstract description 30
- 239000000446 fuel Substances 0.000 abstract description 8
- 230000006866 deterioration Effects 0.000 abstract description 7
- 206010025482 malaise Diseases 0.000 abstract 1
- 239000003921 oil Substances 0.000 description 16
- 238000012937 correction Methods 0.000 description 8
- 235000013372 meat Nutrition 0.000 description 4
- 101100404599 Caenorhabditis elegans nfi-1 gene Proteins 0.000 description 1
- 230000005856 abnormality Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 239000010720 hydraulic oil Substances 0.000 description 1
- 238000005192 partition Methods 0.000 description 1
- 230000004043 responsiveness Effects 0.000 description 1
Landscapes
- Control Of Fluid Gearings (AREA)
- Structure Of Transmissions (AREA)
- Control Of Transmission Device (AREA)
Abstract
Description
【発明の詳細な説明】 Ａ０発明の目的 （１）産業上の利用分野 本発明は、車両用無段変速機の変速制御方法に関する。[Detailed description of the invention] A0 Purpose of invention (1) Industrial application fields The present invention relates to a speed change control method for a continuously variable transmission for a vehicle.
（２）従来の技術
従来、かかる制御方法では、（ａｌエンジン回転数が目
標値となるように、（ｂｌエンジン回転数の変化速度が
目標値となるように、（Ｃｌ変速比がｌｌ：ｌＩ目標値
なるように制御を行なうのが一般的である。(2) Conventional technology Conventionally, in such a control method, (Cl speed ratio is changed so that (al engine speed becomes a target value, (bl engine speed change rate becomes a target value) Generally, control is performed so that the target value is achieved.
（３） 発明が解決しようとする問題点ところが、上
記従来のものでは、エンジンの余裕馬力から予測される
加速度を考慮していない。(3) Problems to be Solved by the Invention However, the above conventional system does not take into account the acceleration predicted from the spare horsepower of the engine.
このため、変速比の変化量が必要以上あるいは以下とな
る傾向があり、低速時において（ａ）変速比「大」側の
変速制御時に変速比変化速度が小さいことによる変速遅
れとそれによる異和感（応答性悪化）が生じたり、（ｂ
）変速比「小」側の変速制御時にエンジン回転数の吹上
りに伴う燃費の悪化および不快感の発生があったり、（
Ｃ）変速比「大」側の変速制御時に変速比の変化速度が
小さいことに伴うエンジン回転数のハンチングが生じた
り、（ｄ）減速時の過変速による効率低下に伴う燃費の
悪化が生じたりする。For this reason, the amount of change in the gear ratio tends to be more than or less than necessary, and at low speeds (a) there is a shift delay due to the small gear ratio change speed during shift control on the "large" side of the gear ratio, and the resulting abnormality; feeling (deterioration of responsiveness) or (b
) When controlling the gear ratio on the "small" side, fuel consumption may deteriorate and discomfort may occur as the engine speed increases, or (
C) Hunting of the engine speed occurs due to the small change speed of the gear ratio during shift control on the "large" side of the gear ratio, and (d) deterioration of fuel efficiency due to efficiency reduction due to overshifting during deceleration. do.
本発明は、かかる事１ｎに鑑みてなされたものであり、
変速比変化速度を、予測加速度に対応する成分と、エン
ジン回転数の目標変化速度に対応する成分との和として
演算し、その変速比変化速度を制御値とすることにより
、上記問題点を解決した車両用無段変速機の変速制御方
法を提供することを目的とする。The present invention has been made in view of the above,
The above problem is solved by calculating the speed ratio change speed as the sum of the component corresponding to the predicted acceleration and the component corresponding to the target speed change of engine speed, and using the speed ratio change speed as the control value. An object of the present invention is to provide a speed change control method for a continuously variable transmission for a vehicle.
Ｂ１発明の構成
＋１１ 問題点を解決するための手段本発明方法によ
れば、エンジンの余裕馬力から演算される予測力ｌＩ速
度Ｑと、運転者の力Ｕ、減速意志を示す指標から得られ
るエンジン回転数の目標変化速度肉。と、車速Ｖと、エ
ンジン回転数Ｎとに基づいて、下記式から変速比変化速
度ｉを算出し、
■２ ｖ
Ｃ：定数
その算出した変速比変化速度；を制御値として変速制御
するようにした。B1 Structure of the Invention +11 Means for Solving the Problems According to the method of the present invention, the engine power obtained from the predicted power lI speed Q calculated from the spare horsepower of the engine, the driver's power U, and an index indicating the intention to decelerate. Target change speed of rotation speed. Based on the vehicle speed V and engine rotation speed N, calculate the speed ratio change speed i from the following formula, and perform speed change control using the calculated speed ratio change speed as a control value. did.
（２）作 用
変速比変化速度が、予測加速度に対応する成分と、エン
ジン回転数の目標変化速度に対応する成分との和として
演算されるので、変速比の変化速度が適正となる。(2) Effect Since the speed ratio change speed is calculated as the sum of the component corresponding to the predicted acceleration and the component corresponding to the target speed change of the engine speed, the speed ratio change speed becomes appropriate.
（３）実施例
以下、図面により本発明の一実施例について説明すると
、先ず第１図において、自動車の油圧式無段変速機Ｔは
、エンジンＥにより駆動される入力軸ｌを存する定吐出
量型油圧ポンプ２と、車輪Ｗを駆動する出力軸３を有し
て油圧ポンプ２と同一軸線上に配設される可変容量型油
圧モータ４とが、油圧閉口路５を構成すべく相互に接続
されて成る。すなわち、前記油圧ポンプ２の吐出口およ
び油圧モータ４の吸入口間は、高圧油路５ｈにより相互
に接続され、油圧モータ４の吐出口および油圧ポンプ２
の吸入口間は低圧油路５ｅにより相互に接続される。(3) Example Hereinafter, an example of the present invention will be described with reference to the drawings. First, in FIG. A hydraulic pump 2 and a variable displacement hydraulic motor 4 having an output shaft 3 for driving wheels W and disposed on the same axis as the hydraulic pump 2 are connected to each other to form a closed hydraulic path 5. It consists of being done. That is, the discharge port of the hydraulic pump 2 and the suction port of the hydraulic motor 4 are connected to each other by a high-pressure oil passage 5h, and the discharge port of the hydraulic motor 4 and the suction port of the hydraulic motor 4 are
The suction ports are connected to each other by a low pressure oil passage 5e.
高圧油路５ｈおよび低圧油路５βには短絡路６が接続さ
れており、この短絡路６の途中にクラッチ弁７が設けら
れる。また入力軸１により駆動される補給ポンプ８の吐
出口が逆止弁９，１０を介して高圧および低圧油路５ｈ
、５ｐに接続され、油タンク１２から汲み上げられる作
動油が不足分を補充すべく油圧閉回路５に供給される。A short-circuit path 6 is connected to the high-pressure oil path 5h and the low-pressure oil path 5β, and a clutch valve 7 is provided in the middle of this short-circuit path 6. In addition, the discharge port of the replenishment pump 8 driven by the input shaft 1 is connected to the high pressure and low pressure oil passages 5h via check valves 9 and 10.
, 5p, and hydraulic oil pumped up from the oil tank 12 is supplied to the hydraulic closed circuit 5 to replenish the shortage.
さらに補給ポンプ８の吸入および吐出口間にはリリーフ
弁１３が設けられる。Furthermore, a relief valve 13 is provided between the suction and discharge ports of the replenishment pump 8.
クラッチ弁７は、図示しない開閉制御装置によって開閉
制御されるものであり、このクラッチ弁７の開度に応じ
て入力軸１および出力軸３間の動力伝達が制ａｌｌされ
る。The clutch valve 7 is controlled to open and close by an opening/closing control device (not shown), and power transmission between the input shaft 1 and the output shaft 3 is controlled according to the opening degree of the clutch valve 7.
変速比ｉの制御は、一定容量を吐出する油圧ポンプ２に
対し、油圧モータ４の容量を油圧シリンダ１５によって
連続的に変化させることによって１１￥られる。たとえ
ば油圧モータ４の容量を「大」側に変化させると変速比
ｌは［大」側に変化し、油圧モータ４の容量を「小」側
に変化させると、変速比ｉは「小」側に変化する。これ
により車両のエンジンＥおよび車輪Ｗ間の無段変速が得
られる。The speed ratio i is controlled by continuously changing the capacity of the hydraulic motor 4 using the hydraulic cylinder 15, while the hydraulic pump 2 discharges a constant capacity. For example, when the capacity of the hydraulic motor 4 is changed to the "large" side, the gear ratio l changes to the "large" side, and when the capacity of the hydraulic motor 4 is changed to the "small" side, the gear ratio i is changed to the "small" side. Changes to This provides continuously variable speed between the engine E and wheels W of the vehicle.
油圧モータ４は、斜板４ａの傾斜角を変化させることに
より容量を変化させるものであり、斜板４ａはリンク１
６を介して油圧シリンダ１５に連結される。The hydraulic motor 4 changes the capacity by changing the inclination angle of the swash plate 4a, and the swash plate 4a is connected to the link 1.
It is connected to a hydraulic cylinder 15 via 6.
油圧シリンダ１５は、シリンダ体１７と、該シリンダ体
１７内に摺合されてシリンダ体１７内をヘッド室１８お
よびロッド室１９に区画するピストン２０と、該ピスト
ン２０に一体化されるとともにシリンダ体１７のロッド
室１９側の端壁を油宏にかつ移動自在に貫通するピスト
ンロッド２１とから成り、ピストンロッド２１がリンク
１６を介して油圧モータ４の斜板４Ｂに連結される。The hydraulic cylinder 15 includes a cylinder body 17 , a piston 20 that is slidably fitted into the cylinder body 17 and partitions the inside of the cylinder body 17 into a head chamber 18 and a rod chamber 19 , and a piston 20 that is integrated with the piston 20 and is integrated with the cylinder body 17 . The piston rod 21 is connected to the swash plate 4B of the hydraulic motor 4 via the link 16.
かかる連結構造において、ロッド室１９の容積を収縮す
る方向にピストン２０が左動すると、油圧モータ４の斜
板４ａは容量を「大」とする方向に傾動して変速比ｉが
「大」側に変化し、ヘッド室１８の容積を収縮する方向
にピストン２ｏが右動すると、油圧モーフ４の斜板４ａ
は容量を「小Ｊとする方向に傾動して変速比ｉが「小」
側に変化する。In such a connection structure, when the piston 20 moves to the left in the direction of contracting the volume of the rod chamber 19, the swash plate 4a of the hydraulic motor 4 tilts in the direction of increasing the capacity, and the gear ratio i changes to the "large" side. When the piston 2o moves to the right in the direction of contracting the volume of the head chamber 18, the swash plate 4a of the hydraulic morph 4
is tilted in the direction where the capacity is "small J" and the gear ratio i is "small".
change to the side.
油圧シリンダ１５のヘッド室１８には油路２２が接続さ
れ、ロッド室１９には油路２３が接続される。油路２２
および油タンク１２間には、ソレノイド弁２４が介装さ
れる。また油路２３は油圧閉回路５の高圧油路５ｈに運
なる供給油路２５に接続されており、該供給油路２５は
、ソレノイド弁２６を介して油路２２の途中に接続され
る。量ソレノイド弁２４．２６は、マイクロコンビーー
タなどの制１１１１手段２７によりデユーティ制？ｆｆ
１ｌされるものであり、そのデユーティ制？ＴＩｌによ
り油圧シリンダ１５の作動速度すなわち変速比１の変化
速度ｌが制御される。An oil passage 22 is connected to the head chamber 18 of the hydraulic cylinder 15, and an oil passage 23 is connected to the rod chamber 19. Oil road 22
A solenoid valve 24 is interposed between the oil tank 12 and the oil tank 12 . Further, the oil passage 23 is connected to a supply oil passage 25 leading to a high pressure oil passage 5h of the hydraulic closed circuit 5, and the supply oil passage 25 is connected to the oil passage 22 midway through a solenoid valve 26. The quantity solenoid valves 24 and 26 are duty-controlled by control means 27 such as a microconbeater. ff
Is it a duty system? The operating speed of the hydraulic cylinder 15, that is, the changing speed l of the gear ratio 1 is controlled by TIl.
制御手段２７には、スロントル開度センサ２Ｂ、エンジ
ン回転数センサ２９、吸気負圧センサ３０、車速センサ
３１および油圧モータ４の斜板角度センサ３２などが接
続されており、制御手段２７は、それらのセンサ２８〜
３２などから入力される１３号に基づいて演算される変
速比変化速度；に応じてソレノイド弁２４．２６の作動
を制御する。The control means 27 is connected to the throttle opening sensor 2B, the engine speed sensor 29, the intake negative pressure sensor 30, the vehicle speed sensor 31, the swash plate angle sensor 32 of the hydraulic motor 4, etc. sensor 28~
The operation of the solenoid valves 24 and 26 is controlled according to the speed ratio change speed calculated based on No. 13 inputted from 32 and the like.
ここで変速比ｉは、エンジン回転数をＮ、車速をＶとし
たときには、第（１）弐で表わされる。Here, the gear ratio i is expressed as (1) and 2, where N is the engine rotational speed and V is the vehicle speed.
１− ・・・（１）Ｃ
’ＸＶ
第（１）式でＣ′は定数である。また第（１）式を時間
りで微分して変速比変化速度ｌを求めると第（２）式の
ようになる。1-...(1)C
'XV In equation (1), C' is a constant. Further, when equation (1) is differentiated with respect to time to determine the gear ratio change speed l, equation (2) is obtained.
ｄｔ Ｃ’ｘＶ Ｃ’ｘＶ第（２）式
でエンジン回転数の変化速度肉を、エンジン回転数の目
標変化速度肉。とじ、Ｃ＝１／Ｃ’ とすると、
■２ ■
となる。すなわち変速比変化速度；は、加速度※に対応
する成分ｉ ａ （−−ｃ ｘ −Ｘ ＜ＩＴ）■２
と、エンジン回転数の目標変化速度良。に対応すす
る成分１Ｎ（＝Ｃｘ ｘＱ。）との和で与え■
られることになる。この際、９を予測加速度とすると、
その予測加速度９は、次の第（４）弐〜第（動式から得
られる。dt C'xV C'xV Expression (2) expresses the rate of change in engine speed as the target rate of change in engine speed. When binding and C=1/C', it becomes ■2 ■. That is, the gear ratio change speed; is the component ia (--c x -X <IT) 2 corresponding to acceleration*, and the target change speed of the engine speed is good. It is given by the sum of the corresponding component 1N (=Cx xQ). In this case, if 9 is the predicted acceleration,
The predicted acceleration 9 is obtained from the following (4) second to second (dynamic equations).
すなわち、エンジンＥ単体の出力Ｐｅは、路面抵抗をＲ
μ、空気抵抗をＲａ、エンジンＥの余裕馬力をＰａとし
たときに
Ｐｅ；Ｒμ＋Ｒａ−ｌ−Ｐａ ・・・（４
）で表わされる。この第（４）式から余裕馬力ＰａはＰ
ａ＝Ｐｅ−（Ｒμ＋Ｒａ） −（５）となる
。また余裕馬力Ｐａは、車両総重量をＷ、エンジン回転
記重星をΔＷとしたときに、第（６）式でも表わされる
。In other words, the output Pe of the engine E alone is the road resistance R
μ, air resistance as Ra, and engine E's spare horsepower as Pa; then Pe; Rμ+Ra-l-Pa...(4
). From this equation (4), the surplus horsepower Pa is P
a=Pe-(Rμ+Ra)-(5). The surplus horsepower Pa is also expressed by equation (6), where W is the vehicle gross weight and ΔW is the engine rotational speed.
ｇ ６０” ７５この第（６
）弐および前記第（５）′式から（Ｗ＋ΔＷ）Ｘ （Ｖ
ＸＩ Ｏ’ ）
である。g 60” 75 this number (6
)2 and the above equation (5)′, (W+ΔW)X (V
XIO').
したがって、予測加速度９は、エンジンＥの余裕馬力Ｐ
ａから演算可能であり、余裕馬力ｐａは第（５）式から
求められる。一方、エンジン１ｌｉｌ！１転数の目標変
化速度向。は、運転者の加、減速の意志を示す指標たと
えば目標エンジン回転数Ｎ０および実際のエンジン回転
数Ｎの差ΔＮをｔ′Ａ算し、走行フィーリングおよび燃
料消費の観点から前記差ΔＮに応した目標変化速度向。Therefore, the predicted acceleration 9 is the surplus horsepower P of the engine E.
It can be calculated from a, and the surplus horsepower pa can be obtained from equation (5). On the other hand, the engine is 1 lil! Target change speed direction for one revolution. is an index indicating the driver's intention to accelerate or decelerate, for example, calculates the difference ΔN between the target engine speed N0 and the actual engine speed N, and calculates the difference ΔN according to the driving feeling and fuel consumption. Target change speed direction.
を予め定めたテーブルを阜備しておくことにより得られ
る。This can be obtained by preparing a table with predetermined values.
ここで制御１手段２７における制’＋Ｉｎ手順について
説明すると、第２図において、第１ステツプＳ１では、
エンジン回転数Ｎおよび車速Ｖが読み込まれる。次の第
２ステツプＳ２では、余裕馬力Ｐａが演算される。この
余裕馬力ｐａの演算は、第（５）式に基づいて行なわれ
るが、エンジン車体出力Ｐｅはたとえば第３図で示すよ
うなマツプにより得られる。すなわち、第３図では、エ
ンジン回転数Ｎを横軸とし、添字１〜１３を付して示す
複数の吸気負圧Ｐ１〜ＰＩ３をパラメータとして、縦軸
にエンジン単体出力Ｐｃが示されており、エンジン回転
数Ｎと吸気負圧とでエンジン単体出力Ｐｅが定まる。Now, to explain the control +In procedure in the control 1 means 27, in FIG. 2, in the first step S1,
Engine speed N and vehicle speed V are read. In the next second step S2, the surplus horsepower Pa is calculated. The calculation of the surplus horsepower pa is performed based on equation (5), and the engine vehicle body output Pe is obtained from a map as shown in FIG. 3, for example. That is, in FIG. 3, the engine rotation speed N is taken as the horizontal axis, and the vertical axis shows the engine output Pc using a plurality of intake negative pressures P1 to PI3 indicated with subscripts 1 to 13 as parameters, The engine output Pe is determined by the engine speed N and the intake negative pressure.
これによりエンジンＥの余裕馬力ｐａが求められ、その
結果、第３ステツプＳ３で第（７）武力）ら予測加速度
守が得られる。そこで次の第４ステツプＳ４では、変速
比変化速度ｉの予測加速度成分；１が演算される。As a result, the surplus horsepower pa of the engine E is obtained, and as a result, the predicted acceleration value is obtained from step (7) in the third step S3. Therefore, in the next fourth step S4, the predicted acceleration component of the gear ratio change speed i is calculated.
第５ステ、ブＳ５では、エンジン回転数の目標変化速度
向。が求められる。すなわち、第４図で示すように目標
エンジン回転数Ｎ０と、実際のエンジン回転数Ｎとの差
ΔＮに対応した目標変速速度向。が予め求められており
、差ΔＮに応じた目標変化ｊ十変肉。が算出される。こ
れに基づいて第６ステツプＳ６では、変速比変化速度ｉ
のエンジン回転数目標変速速度向。に対応する成分ｊ
Ｈが演算される。In the fifth step, step S5, the target change speed direction of the engine rotational speed is determined. is required. That is, as shown in FIG. 4, the target speed change direction corresponds to the difference ΔN between the target engine speed N0 and the actual engine speed N. is determined in advance, and the target change j is determined according to the difference ΔN. is calculated. Based on this, in the sixth step S6, the gear ratio change speed i
engine rotational speed target shift speed direction. component j corresponding to
H is calculated.
その後、第７ステツプＳ７で第（３）式に基づいて変速
比変化速度ｉが演算され、その演算値を制御■値として
、ソレノイド弁２４．２６の制？ｆｆ１ｌが行なわれる
。Thereafter, in the seventh step S7, the gear ratio change speed i is calculated based on equation (3), and the calculated value is used as the control value to control the solenoid valves 24 and 26. ff1l is performed.
ところで、第２図の第２ステツプＳ２において余裕馬力
を求める際に、第３図で得られたエンジン単体出力Ｐｅ
は、ミッション効率とは無関係に定めたものであり、正
確なエンジン出力を求めるにはミソソヨン効率で補正す
る必要がある。このミッション効率は、エンジン単体出
力Ｐｅとエンジン回転数Ｎとで定まるものであるが、よ
り正確にするにはさらに変速位置により補正する必要が
ある。すなわち、ミッション効率η４は、エンジン車体
出力Ｐｅとエンジン回転数Ｎとで定まるミッション効率
ηｍと変速比ｉで定まる変速比係数にηとの積（ηイー
ηｍＸＫμ）で得られるものであり、ミッション効率η
ｍは第５図で与えられ、変速比係数にηは第６図で与え
られる。By the way, when calculating the surplus horsepower in the second step S2 of FIG. 2, the engine single output Pe obtained in FIG.
is determined regardless of mission efficiency, and must be corrected by miso-soyon efficiency to obtain accurate engine output. This mission efficiency is determined by the engine output Pe and the engine rotational speed N, but to make it more accurate, it is necessary to further correct it by the shift position. In other words, the mission efficiency η4 is obtained by multiplying the mission efficiency ηm determined by the engine body output Pe and the engine rotational speed N and the gear ratio coefficient determined by the gear ratio i with η (ηEηmXKμ), and the mission efficiency η
m is given in FIG. 5, and the gear ratio coefficient η is given in FIG.
第５図では、エンジン回転数Ｎを横軸とし、添字１〜１
３を付して示す複数のエンジン単体出力Ｐｅ１〜Ｐｅ１
Ｊをパラメータとして（イ軸にミッション効率ηｍが示
されており、第６図では変速比ｉを）黄軸として縦軸に
変速比係数にηが示されている。この第５図および第６
図で示すマツプは予め卓備されている。In Fig. 5, the horizontal axis is the engine speed N, and subscripts 1 to 1
A plurality of engine single outputs Pe1 to Pe1 shown with 3
With J as a parameter (mission efficiency ηm is shown on the i-axis, and gear ratio i in FIG. 6), the yellow axis shows the gear ratio coefficient η on the vertical axis. This figure 5 and 6
The map shown in the figure is provided in advance.
そこで、第２図のフローチャートにおける第２ステツプ
Ｓ２の演算時には、第７図で示すようなサブルーチンに
より、エンジン単体出力Ｐｅの補正が行なわれる。すな
わち第１ステツプＩ！１で、前述の第３図でエンジン単
体出力Ｐｅを求め、第２ステツプ７！２で第５凹で示す
マツプによりミッション効率ηｍを求める。次の第３ス
テツプｅ３では、斜板角度センサ３２により得られる変
速比ｉを読み込み、第４ステツプｐ４では第６図で示す
マツプにより変速比係数にηを算出する。その後、第５
ステツプｅ５でミッション効率η、を演算し、このミッ
ション効率η、により第６ステツプβ６でエンジン出力
Ｐｅの補正を行なう。したがって、より正確なエンジン
出力に基づいて余裕馬力Ｐａおよび予測加速度９がより
正確に求められることになる。Therefore, during the calculation at the second step S2 in the flowchart of FIG. 2, the engine output Pe is corrected by a subroutine as shown in FIG. That is, the first step I! In step 1, the engine output Pe is determined using the above-mentioned FIG. 3, and in the second step 7!2, the mission efficiency ηm is determined using the map shown by the fifth concave. In the next third step e3, the gear ratio i obtained by the swash plate angle sensor 32 is read, and in the fourth step p4, the gear ratio coefficient η is calculated using the map shown in FIG. Then the fifth
In step e5, the mission efficiency η is calculated, and in a sixth step β6, the engine output Pe is corrected based on the mission efficiency η. Therefore, the surplus horsepower Pa and the predicted acceleration 9 can be determined more accurately based on more accurate engine output.
また、第（５）式で求めた余裕、５力Ｐａに基づいて第
（７）式で得られる予測加速度Ωが平坦路基卓であった
とすると、変速比変化速度；の予測加速度成分ｉ、は路
面条件によりずれる場合があり、エンジン回転数Ｎが予
定値より上昇あるいは下降して運転性能上好ましくない
ことが起こり得る。そこで、前回の予測加速度９１−１
と、その結果−Ｖ、、との差により走行抵抗が予測レベ
ルより大であるか小であるかを判断し、その差（ｙ、、
−＋−Ｑ、、）に対応して予測加速度成分１□を補正す
る。Furthermore, if the predicted acceleration Ω obtained from Equation (7) based on the margin obtained from Equation (5) and the five forces Pa is a flat road base, then the predicted acceleration component i of the gear ratio change speed is The deviation may occur depending on the road surface conditions, and the engine speed N may rise or fall from the expected value, which may be unfavorable in terms of driving performance. Therefore, the previous predicted acceleration 91-1
It is determined whether the running resistance is larger or smaller than the predicted level based on the difference between
-+-Q, , ), the predicted acceleration component 1□ is corrected.
すなわち、前回の予測加速度９゜−１は第（７）式で得
られ、結果９７は、前回の車速Ｖ、−１から現在の車速
■。を減算したものを時間ΔＬで除すことにより得られ
るものである。That is, the previous predicted acceleration of 9°-1 is obtained by equation (7), and the result 97 is the current vehicle speed (■) from the previous vehicle speed V,-1. It is obtained by subtracting the value and dividing it by the time ΔL.
Ｖ、、−Ｖ。V,,-V.
■ｉ ＝
Δ ｔ
これにより、補正値Δ９は
ΔΩ−（※ａ−１−※、）Ｘｋ（ｋ：補正係数）で得ら
れ、この補正値ΔΩにより予測加速度成分；、の補正を
行なう。■i=Δt As a result, the correction value Δ9 is obtained as ΔΩ−(*a−1−*,)Xk (k: correction coefficient), and the predicted acceleration component is corrected using this correction value ΔΩ.
そこで、第２図で示すフローチャートの第４ステツプＳ
４で、予測加速度成分１１の演算が行なねれる際に、第
８図で示すようなサブルーチンにより予測加速度成分１
．の補正が行なわれる。Therefore, in the fourth step S of the flowchart shown in FIG.
4, when the predicted acceleration component 11 cannot be calculated, the predicted acceleration component 1 is calculated by a subroutine as shown in FIG.
．． Corrections are made.
第１ステップｍｌでは、エンジン回転数Ｎｅ、現在の車
速■７、前回の車速Ｖ、−１が読み込まれ、第２ステッ
プｍ’２では９１の演算が行なわれ、第３ステップｍ３
ではΔｖ＝ （Ｑ、−＋−Ｑ、、）が演算され、その結
果に基づいて第４ステップｍ４で予測加速度成分ｉ３は
、
’Ｈ，−−Ｃｘ −ｘ （Ω＋Δ９）
■２
として補正される。In the first step ml, the engine rotation speed Ne, the current vehicle speed ■7, and the previous vehicle speed V, -1 are read, the calculation of 91 is performed in the second step m'2, and the third step m3
Then, Δv= (Q, −+−Q, , ) is calculated, and based on the result, the predicted acceleration component i3 is corrected as 'H, −−Cx −x (Ω+Δ9) ■2 in the fourth step m4. .
さらに、第４同で得たエンジン回転数の目標変化速度向
。が平坦路面基準であったとすると、坂道走行時や風の
強いときには、目標変化速度向。Furthermore, the target change speed direction of the engine speed obtained in the fourth example. Assuming that is based on a flat road surface, when driving on a slope or when the wind is strong, the target speed change direction.
がずれる傾向となる。そこで、前回の予測目標変化速度
内。７−１と、その結果肉。７との差により走行抵抗が
予測レベルより大であるか小であるかを判断し、その差
（肉。ｎ−１ｐＪ。。）に対応してエンジン回転数目標
変化速度成分ｊ Ｎを補正する。tends to shift. Therefore, the rate of change is within the previous predicted target rate of change. 7-1 and the resulting meat. 7, it is determined whether the running resistance is larger or smaller than the predicted level, and the engine rotational speed target change speed component j N is corrected in accordance with the difference (meat. n-1 pJ...). .
すなわち、前回の予測目標変化速度内。、、−１は、第
４図のマツプから得られ、結果澹。１は前回のエンジン
回転数Ｎｆｉ−１から現在のエンジン回転数Ｎ、を減算
したものを時間Δｔで除すことにより得られるものであ
る。。That is, within the previous predicted target rate of change. , , -1 is obtained from the map shown in FIG. 4, and the result is . 1 is obtained by subtracting the current engine speed N from the previous engine speed Nfi-1 and dividing it by time Δt. .
Ｎ、−、−Ｎ、１
肉・＾＝□
Δｔ
これにより補正値へ由
へ肉−（由、、−１−勺。）
で得られ、この補正値６勺によりエンジン回転数目標変
化速度成分ｉ９の補正を行なう。N, -, -N, 1 = □ □ □ Δt This gives the correction value as follows: (Yi,, -1 - 勺.) This correction value 6 = engine speed target change speed component Perform i9 correction.
そこで、第２図で示すフローチャートの第６ステノプＳ
６でエンジン回転数目標変化速度成分１８の演算を行な
う際に、第９図で示すようなサブルーチンによりエンジ
ン回転数目標変化速度成分ｉＨの補正が行なわれる。Therefore, the sixth step S in the flowchart shown in FIG.
When calculating the engine speed target change rate component 18 in step 6, the engine speed target change rate component iH is corrected by a subroutine as shown in FIG.
第１ステツプｑｌでは、前回のエンジン回転数Ｎｈ−１
、現在のエンジン回転数Ｎ０および車速■が読み込まれ
、第２ステツプｑ２では由。の演算が行なわれる。さら
に第３ステツプｑ３ではΔ肉＝（肉Ｎ−Ｉ Ｑ。）が
演算され、その結果に基づいて第４ステツプｑ４でエン
ジン回転数目標変化速度ｊ Ｎは
１Ｎ＝ＣＸ −ｘ （自＋Δ肉）
■
として補正される。In the first step ql, the previous engine speed Nh-1
, the current engine speed N0 and vehicle speed ■ are read, and in the second step q2. calculations are performed. Furthermore, in the third step q3, Δmeat = (meat N - I Q.) is calculated, and based on the result, in the fourth step q4, the engine rotational speed target change rate jN is 1N = CX - x (self + Δmeat) ■ Corrected as.
次にこの実施例の作用について説明すると、変速比変化
速度ｉを予測加速度成分１つと、エンジン回転数目標変
化速度成分ｊ Ｎとの和として算出し、その変速比変化
速度ｉを制御値として制御するので、変速比の変化量が
適正に制御されることになる。たとえば１（。が一定の
ときの１８は第１Ｏ図の曲線Ａで示され、９が一定のと
きの１１は第１０図の曲線Ｂで示され、ｉは曲線Ｃで示
される。Next, to explain the operation of this embodiment, the gear ratio change speed i is calculated as the sum of one predicted acceleration component and the engine rotational speed target change speed component jN, and the gear ratio change speed i is controlled as a control value. Therefore, the amount of change in the gear ratio can be appropriately controlled. For example, 18 when 1(.) is constant is shown by curve A in FIG. 1O, 11 is shown by curve B in FIG. 10 when 9 is constant, and i is shown by curve C in FIG.
この第１０図から明らかなように、予測加速度成分１１
を考慮していない従来のものに比べると、低速時におい
て変速比「大」側の変速比変化速度ｉが小さ過ぎること
はな（、したがって変速遅れおよびそれに伴う異和感が
生じたり、エンジン回転数のハンチングが生じたりする
ことはない。また変速比「小」側の変速制御時にエンジ
ン回転数の吹上りが生じることがなく、燃費の悪化およ
び不快感の発生を回避することができるとともに、減速
時に過変速による効率低下が生じることもない。As is clear from FIG. 10, the predicted acceleration component 11
Compared to conventional systems that do not take into account There is no hunting in the engine speed.Furthermore, there is no increase in the engine speed when controlling the gear ratio on the "small" side, making it possible to avoid deterioration of fuel efficiency and discomfort. There is no reduction in efficiency due to overshifting during deceleration.
しかも、予測加速度成分ｉ、の算出時に用いるエンジン
単体出力Ｐｅは、ミッション効率η８で補正されるので
、より正確なエンジン単体出力Ｐｅを用いて予測加速度
成分１１を演算することができ、制御精度が向上する。Moreover, since the engine single output Pe used when calculating the predicted acceleration component i is corrected by the mission efficiency η8, the predicted acceleration component 11 can be calculated using a more accurate engine single output Pe, improving control accuracy. improves.
また予測加速度９は、前回の予測値※□１とその結果９
゜との差によって補正されるので、路面条件に応じた予
測加速度成分１１を求めることができ、エンジン回転１
＆Ｎが予定値からずれることを回避して優れた運転性能
かられる。Also, predicted acceleration 9 is the previous predicted value *□1 and its result 9
Since it is corrected by the difference between
Excellent driving performance can be achieved by avoiding deviation of &N from the planned value.
さらにエンジン回転数目標変化速度肉。は、前回の目標
値向。１−８とその結果向、との差によって補正される
ので、走行条件に拘らず、目標エンジン回転数Ｎ０に近
付（変化速度向。が予め設定したパターンからずれるこ
とを回避して、目標エンジン回転数Ｎ０に到達させるこ
とができる。Furthermore, the engine speed target change speed meat. is the previous target value direction. Since the correction is made based on the difference between 1-8 and the resulting direction, regardless of the driving conditions, it is possible to approach the target engine speed N0 (change speed direction) and avoid deviation from the preset pattern. It is possible to reach the engine rotation speed N0.
Ｃ０発明の効果
以上のように本発明方法では、エンジンの余裕馬力から
演算される予測加速度※と、運転者の加。C0 Effects of the Invention As described above, the method of the present invention uses the predicted acceleration* calculated from the engine's spare horsepower and the driver's input.
減速意志を示す指標から得られるエンジン回転数の目標
変化速度■０と、車速Ｖと、エンジン回転数Ｎとに基づ
いて、下記式から変速比変化速度；を算出し、
ＶＺ Ｖ
Ｃ：定数
その算出した変速比変化速度１を制’＜１’Ｊ値として
変速制御するようにしたので、低速時における変速比「
犬」側への変速遅れおよびそれに伴う異和感の発生と、
エンジン回転数のハンチング発生とを防止し、しかも変
速比「小」側への変速制御時の燃費の悪化および不快感
の発生を防止し、さらに減速時の燃費の悪化をも防止す
ることができる。Based on the target rate of change in the engine speed ■0 obtained from the index indicating the intention to decelerate, the vehicle speed V, and the engine speed N, calculate the speed ratio change rate; from the following formula, where VZ V C is a constant. Since the calculated gear ratio change speed 1 is used as the control value of '<1'J, the gear change is controlled, so the gear ratio at low speed is
Delay in gear shifting to the “dog” side and the resulting discomfort,
It is possible to prevent the occurrence of hunting in the engine speed, and also to prevent the deterioration of fuel efficiency and the occurrence of discomfort when changing the gear ratio to the "small" side, and also to prevent the deterioration of fuel efficiency during deceleration. .
図面は本発明の一実施例を示すもので、第１図は無段変
速機の構成を示す回路図、第２図は制御手順を示すフロ
ーチャート、第３図はエンジン出力を求めるためのマツ
プを示す図、第４図はエンジン回転数目標変化速度を求
めるためのマツプを示す図、第５図はミッション効率を
求めるためのマツプを示す図、第６図は変速係数を求め
るためのマツプを示す図、第７図はエンジン出力を補正
するためのサブルーチンのフローチャート、第８図は予
測加速度を補正するためのサブルーチンのフローチャー
ト、第９図はエンジン回転数目標変化速度を補正するた
めのサブルーチンのフローチャート、第１０図は変速比
変化速度の一例を示すグラフである。
Ｔ：無段変速機The drawings show one embodiment of the present invention; Fig. 1 is a circuit diagram showing the configuration of a continuously variable transmission, Fig. 2 is a flowchart showing the control procedure, and Fig. 3 is a map for determining the engine output. Figure 4 is a map for determining the engine speed target rate of change, Figure 5 is a map for determining mission efficiency, and Figure 6 is a map for determining the gear change coefficient. Fig. 7 is a flowchart of a subroutine for correcting engine output, Fig. 8 is a flowchart of a subroutine for correcting predicted acceleration, and Fig. 9 is a flowchart of a subroutine for correcting target rate of change in engine speed. , FIG. 10 is a graph showing an example of the change speed of the gear ratio. T: Continuously variable transmission
Claims (1)
転者の加、減速意志を示す指標から得られるエンジン回
転数の目標変化速度■＿０と、車速Ｖと、エンジン回転
数Ｎとに基づいて、下記式から変速比変化速度■を算出
し、 ■＝−Ｃ×（Ｎ／Ｖ＾２）×■＋Ｃ×（１／Ｖ）×■＿
０Ｃ：定数 その算出した変速比変化速度■を制御値として変速制御
するようにしたことを特徴とする車両用無段変速機の変
速制御方法。[Claims] The predicted acceleration ■ calculated from the spare horsepower of the engine, the target rate of change in engine speed ■_0 obtained from the index indicating the driver's intention to accelerate or decelerate, the vehicle speed V, and the engine speed Based on N, calculate the gear ratio change speed ■ from the following formula, ■=-C×(N/V^2)×■+C×(1/V)×■＿
0C: Constant A method for controlling a continuously variable transmission for a vehicle, characterized in that the calculated speed ratio change speed ■ is used as a control value to control the speed change.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61193395A JPH0721305B2 (en) | 1986-08-19 | 1986-08-19 | Shift control device for continuously variable transmission for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61193395A JPH0721305B2 (en) | 1986-08-19 | 1986-08-19 | Shift control device for continuously variable transmission for vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6353343A true JPS6353343A (en) | 1988-03-07 |
| JPH0721305B2 JPH0721305B2 (en) | 1995-03-08 |
Family
ID=16307229
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP61193395A Expired - Fee Related JPH0721305B2 (en) | 1986-08-19 | 1986-08-19 | Shift control device for continuously variable transmission for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0721305B2 (en) |
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0310447A1 (en) * | 1987-10-02 | 1989-04-05 | Honda Giken Kogyo Kabushiki Kaisha | Method of speed reduction ratio control in continuously variable speed transmission |
| US4956972A (en) * | 1987-12-18 | 1990-09-18 | Honda Giken Kogyo Kabushiki Kaisha | Method of controlling speed reduction ratio for a continuously variable speed transmission |
| JPH03129160A (en) * | 1989-10-16 | 1991-06-03 | Honda Motor Co Ltd | Speed change control method of automatic transmission |
| US5025685A (en) * | 1988-07-29 | 1991-06-25 | Honda Giken Kogyo Kabushiki Kaisha | Controlling device for non-stage transmission for vehicles |
| US5040114A (en) * | 1988-07-20 | 1991-08-13 | Honda Giken Kogyo Kabushiki Kaisha | Method of controlling continuously variable transmission in combination with engine throttle control |
| US5166877A (en) * | 1987-10-02 | 1992-11-24 | Honda Giken Kogyo Kabushiki Kaisha | Method of speed reduction ratio control in continuously variable speed transmission |
| US5214983A (en) * | 1988-07-29 | 1993-06-01 | Honda Giken Kogyo Kabushiki Kaisha | Controlling device for non-stage transmission for vehicle with fault detection |
| US5218540A (en) * | 1989-03-22 | 1993-06-08 | Honda Giken Kogyo Kabushiki Kaisha | Method of controlling continuously variable transmission in combination with engine throttle control |
| US5325670A (en) * | 1989-02-10 | 1994-07-05 | Honda Giken Kogyo Kabushiki Kaisha | Clutch control device for transmission |
| US5417623A (en) * | 1992-01-21 | 1995-05-23 | Honda Giken Kogyo Kabushiki Kaisha | Method of controlling continuously variable transmission for motor vehicle for acceleration and deceleration skip control |
| CN104315138A (en) * | 2014-08-27 | 2015-01-28 | 安徽江淮汽车股份有限公司 | Control method for shifting actuator of double-clutch automatic transmission |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3638036B2 (en) * | 1995-05-23 | 2005-04-13 | 株式会社小松製作所 | Hydraulic motor capacity control device for hydraulic drive vehicle |
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| JPS5659006A (en) * | 1979-10-19 | 1981-05-22 | Hitachi Constr Mach Co Ltd | Controlling method of hydraulic circuit for controlling pump |
| JPS5944536A (en) * | 1982-09-03 | 1984-03-13 | Mitsuo Sakamoto | Continuous roof ventilator |
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1986
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Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5659006A (en) * | 1979-10-19 | 1981-05-22 | Hitachi Constr Mach Co Ltd | Controlling method of hydraulic circuit for controlling pump |
| JPS5944536A (en) * | 1982-09-03 | 1984-03-13 | Mitsuo Sakamoto | Continuous roof ventilator |
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0310447A1 (en) * | 1987-10-02 | 1989-04-05 | Honda Giken Kogyo Kabushiki Kaisha | Method of speed reduction ratio control in continuously variable speed transmission |
| US5166877A (en) * | 1987-10-02 | 1992-11-24 | Honda Giken Kogyo Kabushiki Kaisha | Method of speed reduction ratio control in continuously variable speed transmission |
| US4956972A (en) * | 1987-12-18 | 1990-09-18 | Honda Giken Kogyo Kabushiki Kaisha | Method of controlling speed reduction ratio for a continuously variable speed transmission |
| US5040114A (en) * | 1988-07-20 | 1991-08-13 | Honda Giken Kogyo Kabushiki Kaisha | Method of controlling continuously variable transmission in combination with engine throttle control |
| US5214983A (en) * | 1988-07-29 | 1993-06-01 | Honda Giken Kogyo Kabushiki Kaisha | Controlling device for non-stage transmission for vehicle with fault detection |
| US5025685A (en) * | 1988-07-29 | 1991-06-25 | Honda Giken Kogyo Kabushiki Kaisha | Controlling device for non-stage transmission for vehicles |
| US5282400A (en) * | 1988-07-29 | 1994-02-01 | Honda Giken Kogyo Kabushiki Kaisha | Controlling device for non-stage transmission for vehicle |
| US5325670A (en) * | 1989-02-10 | 1994-07-05 | Honda Giken Kogyo Kabushiki Kaisha | Clutch control device for transmission |
| US5218540A (en) * | 1989-03-22 | 1993-06-08 | Honda Giken Kogyo Kabushiki Kaisha | Method of controlling continuously variable transmission in combination with engine throttle control |
| JPH03129160A (en) * | 1989-10-16 | 1991-06-03 | Honda Motor Co Ltd | Speed change control method of automatic transmission |
| US5417623A (en) * | 1992-01-21 | 1995-05-23 | Honda Giken Kogyo Kabushiki Kaisha | Method of controlling continuously variable transmission for motor vehicle for acceleration and deceleration skip control |
| CN104315138A (en) * | 2014-08-27 | 2015-01-28 | 安徽江淮汽车股份有限公司 | Control method for shifting actuator of double-clutch automatic transmission |
| CN104315138B (en) * | 2014-08-27 | 2016-06-08 | 安徽江淮汽车股份有限公司 | A kind of control method of dual-clutch transmission gear shifting actuating mechanism |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0721305B2 (en) | 1995-03-08 |
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