KR20000015975A - Control device and method of non-step regulation gear within power vehicle - Google Patents

Control device and method of non-step regulation gear within power vehicle Download PDF

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Publication number
KR20000015975A
KR20000015975A KR1019980709535A KR19980709535A KR20000015975A KR 20000015975 A KR20000015975 A KR 20000015975A KR 1019980709535 A KR1019980709535 A KR 1019980709535A KR 19980709535 A KR19980709535 A KR 19980709535A KR 20000015975 A KR20000015975 A KR 20000015975A
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South Korea
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moment
kup
gear
max
determined
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KR1019980709535A
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KR100611024B1 (en
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위르겐 뢰플러
마르틴-페터 볼츠
요아심 루흐
홀거 휠저
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클라우스 포스, 게오르그 뮐러
로베르트 보쉬 게엠베하
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Priority to KR1019980709535A priority Critical patent/KR100611024B1/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B60W10/107—Infinitely variable gearings with endless flexible members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
    • F16H61/66272—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members characterised by means for controlling the torque transmitting capability of the gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H35/00—Gearings or mechanisms with other special functional features
    • F16H35/10—Arrangements or devices for absorbing overload or preventing damage by overload

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Transmission Device (AREA)

Abstract

PURPOSE: A control device of a non-step regulation gear is provided to surely prevent the damage of a gear and to minimize the fuel consumption. CONSTITUTION: A device for controlling a gear(4) of which conversion can be regulated with a non-step, arranged on the driving row of a vehicle with a drive device(1) having an output moment which can be regulated in the vehicle is composed of deciding device(41:45) for deciding the amount to indicate a moment rotary capable of transmitting the gear as much as possible. Herein, a limit device(30,11) for limiting the output moment of the drive device in the decided limit value is arranged so the output moment as to limit in a positive and a negative limit value.

Description

동력차량 내의 무단조절기어 제어장치 및 방법.Stepless regulating gear control device and method in a power vehicle.

권회요소(예를 들어, 푸싱벨트 또는 체인)에 의한 무단조절기어(CVT)를 구비한 동력차량에 있어서는 전달하려는 모멘트가 확실히 전달될 수 있도록 푸싱벨트의 가압력이 적당한 조치에 의해 조절되어야한다. 가압력이 너무 작으면 권회요소와 원추디스크(풀리) 사이의 미끄럼이 커져서 원추디스크가 손상된다. 한편 가압력이 너무 크면 기어의 효율이 너무 낮아져 연료소모가 불필요하게 높아진다. 따라서 그 가압력에서 전달가능한 최대모멘트가 실제로 전달하려는 모멘트 보다 약간 크도록 가압력을 선정하는 것이 유리하다.On power vehicles with CVTs by winding elements (eg pushing belts or chains), the pressing force of the pushing belt must be adjusted by appropriate measures to ensure that the moment to be transmitted is transmitted. If the pressing force is too small, the sliding between the winding element and the cone disk (pulley) will increase and damage the cone disk. On the other hand, if the pressing force is too high, the efficiency of the gear is too low and fuel consumption is unnecessarily high. Therefore, it is advantageous to select the pressing force such that the maximum moment transferable at the pressing force is slightly larger than the moment to be actually delivered.

예를 들어, EP,A1, 0 451 887로부터 공지된 CVT 제어장치에서는, 기어입력모멘트는 엔진에 의해 발생된 회전모멘트 및 경우에 따라 존재하는 유압식 변환기에 의한 보강치로부터 결정된다. 이 모멘트로부터 벨트장력이 제한되고 가압력은 벨트장력으로부터 생기고 그 가압력은 이 모멘트의 확실한 전달을 가능하게 한다. 전달하려는 모멘트의 변화가 신속한 경우에는 가압력이 기계적/유압적 시스템의 관성으로 인해 충분히 빨리 상승될 수 없기 때문에, 대체로 상당한 안전성여유가 고려되고 이것은 높은 연료소모를 초래한다.For example, in the CVT control device known from EP, A1, 0 451 887, the gear input moment is determined from the rotational moment generated by the engine and the reinforcement by the hydraulic transducer present, as the case may be. From this moment the belt tension is limited and the pressing force arises from the belt tension and the pressing force enables a reliable transfer of this moment. When the change in moment to be delivered is rapid, the considerable pressure of safety is usually taken into account because the pressing force cannot be raised fast enough due to the inertia of the mechanical / hydraulic system and this leads to high fuel consumption.

본 발명은 청구항 1 및 7의 특징을 가진 동력차량에 있어서 기어변환을 무단으로 조절제어하기 위한 장치 및 방법에 관한 것이다.The present invention relates to an apparatus and a method for the stepless adjustment control of a gear shift in a power vehicle having the features of claims 1 and 7.

도 1은 공지의 가압력 제어기를 가진 CVT의 개략적인 단면도.1 is a schematic cross-sectional view of a CVT with a known pressure controller.

도 2는 블록회로도에 의한 실시예를 도시한 도면.2 shows an embodiment according to a block circuit diagram;

도 3 및 4는 도 2에 표시된 블록회로도 중 일부의 상세 블록회로도.3 and 4 are detailed block circuit diagrams of some of the block circuit diagrams shown in FIG.

본 발명의 목적은 기어의 손상을 확실하게 방지할 수 있도록 과도한 미끄럼 발생에 대한 효과적인 대책을 제공하는 것이다.It is an object of the present invention to provide an effective countermeasure against excessive slippage in order to reliably prevent damage to the gears.

이 목적은 청구항 1 및 7의 특징에 의해 달성된다.This object is achieved by the features of claims 1 and 7.

상기와 같이 본 발명은 차량에 있어 그 변환이 무단으로 조절될 수 있는 기어를 제어하는 것에 기초를 두고 있으며, 기어는 조절가능한 출력모멘트를 갖는 구동장치와 함께 차량의 구동열에 배치되어있다. 본 발명에 따라 기어의 최대 전달 가능한 순간 회전모멘트를 표시하는 양을 결정하기 위한 결정수단이 배치되어있다. 그 위에 제한수단에 의해 구동장치의 출력모멘트는 상기 결정된 양에 의존하여 정해진 한계치에 제한된다.As described above, the present invention is based on controlling a gear in which the conversion can be adjusted steplessly in the vehicle, the gear being arranged in the drive train of the vehicle together with a drive having an adjustable output moment. According to the present invention there is arranged a determining means for determining an amount for displaying the maximum transmittable moment of rotation of the gear. By means of the limiting means thereon the output moment of the drive device is limited to a defined limit value depending on the determined amount.

기어를 증가된 미끄럼에 의한 손상에 대해 안전하게 보호하기 위해, 본 발명에 따라 미끄럼의 우려가 있을 정도로 가압력이 작을 때에는 엔진에 의해 발생되는 회전모멘트를 제한하도록 하고 있다. 엔진의 모멘트는 대체로 권회요소의 가압력이 상승될 수 있는 것보다 훨씬 더 빨리 한정될 수 있기 때문에, 아주 큰 연료소모를 요구하는 가압력의 안전성여유를 제공해야할 필요 없이 안전한 시스템을 얻는 것이 가능하다. 따라서 본 발명에 의해 기존의 시스템에 비해 안전확실성을 손상함이 없이 가압력의 감소에 의해 기어의 효율을 상승시키고 거기에 따라 연료소모를 감소시키는 것이 가능하다. 확실한 미끄럼 방지로 기어에 의한 모멘트전달의 증가된 확실성이 얻어진다. 동시에 미끄럼의 확실한 방지에 의해 기어의 수명이 연장된다.In order to safely protect the gear against damage caused by increased sliding, according to the present invention, the rotational moment generated by the engine is limited when the pressing force is small enough to cause the sliding. Since the moment of the engine can usually be defined much faster than the pressing force of the winding element can be raised, it is possible to obtain a safe system without having to provide a safety margin of the pressing force which requires very large fuel consumption. Therefore, the present invention makes it possible to increase the efficiency of the gear by reducing the pressing force and thereby reduce fuel consumption without compromising safety uncertainty compared to the existing system. Reliable anti-slip results in increased certainty of the moment transfer by the gears. At the same time, the life of the gear is extended by the reliable prevention of sliding.

본 발명의 유리한 양태에서는, 구동열에는 추가로, 결정가능한 모멘트 보강치를 갖는 변환기가 배치되어있다. 이 경우 한계치의 결정은 실제 변환기 보강치에 의존하여 수행된다.In an advantageous aspect of the invention, the drive train is further arranged with a transducer having a determinable moment reinforcement. In this case the determination of the limit value is carried out depending on the actual transducer reinforcement.

구동열에 추가로, 결정가능한 모멘트 전달치를 갖는 커플링이 배치되어있으면, 한계치의 결정은 유리하게도 실제 모멘트전달치에 의존하여 수행된다.In addition to the drive train, if a coupling with a determinable moment transfer value is arranged, the determination of the limit value is advantageously carried out depending on the actual moment transfer value.

처음에 언급한바와 같이, 권회형기어는 일반적으로 구동측과 피동측 및 구동측과 피동측 사이에 기계적 작용연결을 형성시키는 작용수단(권회요소, 예를 들어, 푸싱벨트 또는 체인)을 갖고있다. 본 발명의 유리한 실시예에서는, 작용수단과 구동 또는 피동측 사이의 가압력을 나타내는 가압크기를 파악하는 파악수단이 배치되어있다. 그런데 본 발명에 의한 결정수단은 파악된 가압크기로부터 순간의 최대로 전달가능한 기어의 회전모멘트를 표시하는 크기가 결정되도록 형성되어있다.As mentioned at the outset, wound gears generally have a means of action (a winding element, for example a pushing belt or a chain) to form a mechanical action connection between the drive and driven side and between the drive and driven side. . In an advantageous embodiment of the invention, grasping means is arranged for grasping the pressing size indicating the pressing force between the acting means and the driving or driven side. By the way, the determining means according to the present invention is formed such that the size indicating the rotation moment of the gear which can be transmitted to the maximum at the moment from the determined pressing size is determined.

그 위에, 제한수단은 구동장치의 출력모멘트가 양의 한계치(출력모멘트한계)에도 또한 음의 한계치(견인모멘트한계)에도 한정될 수 있도록 형성될 수 있다. 이것은, 구동장치의 출력모멘트의 양이 결정된 한계치와 비교되고 한계치를 초과했을 때에는 거기에 응하여 구동장치의 출력모멘트가 한계치를 하회시키는 방향으로 감소되거나(구동모멘트한계) 또는 증가된다는 것(견인모멘트한계)을 의미한다.On top of that, the limiting means can be formed so that the output moment of the drive device can be limited not only to the positive limit value (output moment limit) but also to the negative limit value (towing moment limit). This means that the amount of output moment of the drive is compared with the determined limit and, when the limit is exceeded, the output moment of the drive decreases (drive moment limit) or increases in response to the limit below (traction moment limit). ).

본 발명의 추가의 유리한 양태는 청구범위의 종속항 및 다음에 기재된 실시예로부터 도출될 수 있을 것이다.Further advantageous aspects of the invention may be derived from the dependent claims of the claims and the examples described below.

본 발명을 실시예에 따라 이하에 상세히 설명한다.The invention is described in detail below in accordance with an embodiment.

도 1에는 CVT 기어의 공지의 구조가 단면도로 표시되어있다. 내연기관(1)은 스로틀 플랩(2)에 의해 그의 발생 엔진모멘트(Mm)에 조절될 수 있다. 스로틀 플랩(2)은 예를 들어, 기계적 또는 전기적으로 주행페달(도시되진 않음)과 결합되어있다. 내연기관(1)은 대체로 커플링 또는 변환기(3)에 의해 CVT 기어(4)의 구동(일차)측에 연결되어있다. CVT 기어의(4) 피동(이차)측은 후단에 설치된 기어(도시되지 않음)를 통해 차량의 차륜과 연결되어있다. CVT 기어는 일차 및 이차측에 각각 하나의 축방향으로 조절가능한 원추 디스크(5 및 6)를 갖고 있다. 변환을 조절하기 위해 오일실(7 및 8)에는 해당하는 일차압력(Pp) 및 이차압력(Ps)이 형성되어있다. 제어량 일차압력(Pp) 및 이차압력(Ps)을 적당히 선정함으로써 다음이 보장된다:1 shows a known structure of a CVT gear in cross section. The internal combustion engine 1 can be adjusted to its generated engine moment Mm by the throttle flap 2. The throttle flap 2 is, for example, associated with a traveling pedal (not shown) mechanically or electrically. The internal combustion engine 1 is generally connected to the drive (primary) side of the CVT gear 4 by a coupling or transducer 3. The driven (secondary) side of the CVT gear is connected to the wheel of the vehicle through a gear (not shown) provided at the rear end. The CVT gear has one axially adjustable cone disk 5 and 6 on the primary and secondary sides, respectively. The oil chambers 7 and 8 have corresponding primary pressures P p and secondary pressures P s to regulate the conversion. By properly selecting the control quantities primary pressure (P p ) and secondary pressure (P s ), the following is ensured:

1. 기어변환비(i)가 소망하는 일차회전수(Np)와 이차회전수(Ns)의 비에 상당하고,1. The gear conversion ratio i corresponds to the ratio of the desired first rotational speed N p and the second rotational speed N s ,

2. 힘전달 푸싱벨트(9)(예를 들어, 체인, 벨트)는, 푸싱벨트(9)의 미끄럼이탈을 방지할 수 있게 충분히 강하게 디스크에 가압된다.2. The force transmission pushing belt 9 (e.g., chain, belt) is pressed against the disk strong enough to prevent slippage of the pushing belt 9.

상기 점 1은 전기유압적 변환회전수조절장치 또한 일차회전수조절장치(10)에 의해 실현된다. 상기 점 2를 위해서는 벨트장력조절장치(11)가 사용된다.Point 1 is realized by the electrohydraulic conversion speed control device and the primary speed control device 10. For the above point 2, the belt tension adjusting device 11 is used.

변환조절 또한 일차회전수조절을 위해 엔진(1) 및 CVT 기어(4)에는 엔진회전수(Mm), 일차회전수(Np) 및 이차회전수(Ns)를 파악하는 회전수센서(12, 13 및 14)가 배치되어있다.The rotational speed sensor 12 which detects the engine speed (M m ), the primary speed (N p ) and the secondary speed (N s ) on the engine (1) and the CVT gear (4) for the conversion control. , 13 and 14) are arranged.

흔히 사용되고 도 1에 도시된 주종속 원리에서는 이차압력(Ps)은 벨트장력을 조절하는데 또한 일차압력(Pp)은 변환회전수 및 일차회전수를 조절하는데 사용된다. 다른 가능한 파트너 원리에서는 벨트장력조절은 일차 및 이차압력에 영향을 준다.Commonly used and shown in the main slave principle shown in Figure 1, the secondary pressure (P s ) is used to adjust the belt tension and the primary pressure (P p ) is used to adjust the conversion speed and the primary speed. In another possible partner principle, belt tensioning affects primary and secondary pressures.

일반적으로 벨트장력조절을 위해 압력크기(PB)형의 조절신호가 이용될 수 있다고 말한다. 문헌으로부터 벨트장력을 조절하는 다수의 방법이 알려져 있지만 그 작동원리는 모두 비슷하다.In general, it is said that the control signal of the pressure size (P B ) type can be used to adjust the belt tension. Many methods of regulating belt tension are known from the literature, but the principles of operation are all similar.

도 2는 번호 1로 차량엔진을 표시하고 이 엔진은 변환기(3) 및 CVT를 거쳐 차량구동차륜(5)과 연결되어있다. 엔진의 출력(md_kup)은 엔진제어기 또는 엔진모멘트 조정기(11)에 의해 제어 또는 조절될 수 있다. 일반적으로 변환기 미끄럼(슬립)(엔진회전수/일차회전수(Np) 비로 된)으로 되어있는 변환기(3)의 모멘트보강치(mue_wd)는 블록(31)에서 특성필드를 통하여 계산된다. 블록(41)에서는 상기한 가압력이 결정된다. 먼저 블록(41)에서는 권회요소의 실제 작동점으로부터 기어의 실제의 최대 전달가능 회전모멘트(토크)(md_ge_max)가 산출된다.2 shows the vehicle engine by the number 1 which is connected to the vehicle drive wheel 5 via the converter 3 and the CVT. The output md_kup of the engine may be controlled or adjusted by the engine controller or the engine moment regulator 11. The moment reinforcement value mue_wd of the converter 3, which is generally in the converter slip (slip) (in engine speed / primary speed (N p ) ratio), is calculated from the characteristic field at block 31. In block 41, the above pressing force is determined. First, in block 41, the actual maximum transmittable rotational moment (torque) md_ge_max of the gear is calculated from the actual operating point of the winding element.

이것은 예를 들어, 최초에 언급한 EP,A1, 0 451 887에 기재된 방법의 역에 의해 행해질 수 있는 것으로, 필요한 가압력은 실제 기어입력모멘트로부터 결정된다.This can be done, for example, by the inverse of the method described in EP, A1, 0 451 887 mentioned earlier, where the required pressing force is determined from the actual gear input moment.

차량의 엔진(1)은 발생된 회전모멘트(md_kup)에 전자적으로 영향 미칠 수 있는(예를 들어, 점화각도맞물림에 의해 또는 E-Gas 또는 EDC와 같은 전자적 엔진출력제어기에 의해) 가능성이 있으면, 엔진제어장치(11)에서는 엔진이 요구하는 회전모멘트의 양이 유체역학적 변환기(3)의 회전모멘트보강치(mue_wd)를 고려한 가운데 기어에 의해 최대로 전달가능한 회전모멘트(md_ge_max)에 한정될 수 있다.If the engine 1 of the vehicle has the potential to electronically affect the generated rotational moment md_kup (e.g. by ignition angle engagement or by an electronic engine output controller such as E-Gas or EDC), In the engine control apparatus 11, the amount of rotation moment required by the engine may be limited to the rotation moment md_ge_max that can be transmitted to the maximum by the gear in consideration of the rotation moment reinforcement value mue_wd of the hydrodynamic transducer 3. .

엔진출력모멘트(md_kup)의 감소는 예를 들어, 공지의 피동 슬립 조절시스템(ASR)으로부터 알려져 있는 방식으로 행해질 수 있다. 엔진출력모멘트(md_kup)의 증가는 너무 높은 미끄럼모멘트(예를 들어, 엔진의 푸싱작동)의 경우에는 예를 들어, 공지의 엔진 슬립모멘트조절시스템(MSR)으로부터 알려진 방식으로 행해질 수 있다.The reduction of the engine output moment md_kup can be done, for example, in a manner known from the known driven slip control system ASR. The increase in the engine output moment md_kup can be done in a known manner from, for example, a known engine slip moment control system MSR in the case of a sliding moment which is too high (for example, pushing operation of the engine).

먼저 모멘트조정기(30)(도 2)에서는 구동열을 위해 엔진출력모멘트(md_kup)와 변환기보강치(mue_wd)로부터 기어입력모멘트(md_ge)가 계산된다:First, in the moment regulator 30 (FIG. 2), the gear input moment md_ge is calculated from the engine output moment md_kup and the transducer reinforcement mue_wd for the driving heat:

md_ge = md_kup * mue_wdmd_ge = md_kup * mue_wd

기어의 제어장치(41)에 있는 계산블록(35)은 그것으로부터 도 3에 표시된 것과 같은 방법에 따라 가압력(p_soll)을 결정한다. 이를 위해 블록(30)에서 결정된 기어입력모멘트(md_ge) 및 실제 기어변환비(u)(블록(32)에서 회전수센서(13 및 14)의 신호에 따라 결정됨)가 기본 가압력(p_grund)을 결정하기 위해 특성필드(351)에 공급된다. 이 기본압력으로부터 장치(354)에서는 기어출력회전수(Ns)에 의존하는 값(특성곡선 편의력교정기(352)에서 결정됨)이 도출된다. 그런 뒤 장치(355)에서는 기어변환비에 의존하는 일정한 안전성추가치(특성곡선 예비압력(353))가 합해진다. 그리하여 조절하려는 설정가압력(p_soll)이 얻어진다.The calculation block 35 in the control device 41 of the gear determines from it the pressing force p_soll in the same manner as indicated in FIG. 3. For this purpose, the gear input moment md_ge determined in block 30 and the actual gear conversion ratio u (determined in accordance with the signals of the speed sensors 13 and 14 in block 32) determine the basic pressing force p_grund. It is supplied to the characteristic field 351 to make. From this basic pressure, the device 354 derives a value (determined by the characteristic curve biasing force corrector 352) which depends on the gear output rotation speed Ns. Then, in the apparatus 355, a certain safety additional value (characteristic curve preliminary pressure 353) depending on the gear conversion ratio is added. Thus, the set pressure (p_soll) to be adjusted is obtained.

도 4에 도시된 것처럼, 실제의 가압력(p_ist)이 센서(41)에 의해 측정되면, 그것으로부터 대체로 도 3에 기재된 설정가압력 결정법의 역에 의해 전달하려는 최대 기어입력모멘트(md_ge_max)가 계산될 수 있다. 이를 위해 이미 설명된 교정치(특성곡선 편의력교정치(352) 및 안전성추가치(특성곡선 예비압력치(353))가 가산되거나 또는 감산된다. 그렇게 얻어진 기본가압력(p_grund)으로부터 순간 기어변환비(u)에 의존하여 특성필드(455)에 의해 전달하려는 최대 기어입력모멘트(md_ge_max)가 결정된다.As shown in Fig. 4, when the actual pressing force p_ist is measured by the sensor 41, the maximum gear input moment md_ge_max to be transmitted from it can be calculated from the reverse of the set pressure determination method described in Fig. 3 generally. have. To this end, the already explained correction values (characteristic curve bias correction value 352 and safety added value (characteristic curve preliminary pressure value 353)) are added or subtracted. The instantaneous gear conversion ratio (p_grund) thus obtained is added. Depending on u), the maximum gear input moment md_ge_max to be transmitted by the characteristic field 455 is determined.

블록(30)에서는 전달하려는 최대 기어입력모멘트(md_ge_max)가 변환기의 실제의 모멘트보강치(mue_wd)에 의해 제산되고 그로부터 최대의 엔진출력모멘트(md_kup_max)가 얻어진다. 이제 모멘트조정기 엔진(11)은 엔진출력모멘트를 이 값(md_kup_max)에 제한할 과제를 갖는다.In block 30, the maximum gear input moment md_ge_max to be transmitted is divided by the actual moment reinforcement value mue_wd of the transducer, from which the maximum engine output moment md_kup_max is obtained. The moment regulator engine 11 now has the task of limiting the engine output moment to this value md_kup_max.

엔진(1)에서의 모멘트작용은 대체로 권회요소의 가압력의 상승보다 훨씬 더 빨리 행해질 수 있기 때문에, 이 경우에는 기어입력모멘트의 신속한 동적변화로부터 보호하기 위한 안전성예비분이 보다 적게 선정되고 그 결과 연료소모가 감소하게 된다.Since the moment action in the engine 1 can generally be carried out much faster than the increase in the pressing force of the winding element, in this case fewer safety reserves are selected to protect against rapid dynamic changes in the gear input moments and consequently fuel consumption. Will decrease.

Claims (9)

차량에서 조절가능한 출력모멘트(md_kup)를 갖는 구동장치(1)와 함께 차량의 구동열에 배치되며 변환이 무단으로 조절될 수 있는 기어(4)를 제어하기 위한 장치에 있어서,In the device for controlling the gear (4) which is arranged in the drive train of the vehicle together with the drive (1) having an adjustable output moment (md_kup) in the vehicle, the conversion can be adjusted steplessly, 기어(4)의 최대 전달 가능한 순간 회전모멘트를 표시하는 양(md_ge_max)을 결정하기 위한 결정수단(41; 45)과,Determining means (41; 45) for determining an amount (md_ge_max) representing the maximum transmittable moment of rotation of the gear 4; 구동장치(1)의 출력모멘트(md_kup)를 상기 결정된 양(md_ge_max)에 의존하여 정해진 한계치(md_kup_max)에 제한하기 위한 제한수단(30, 11)이 구동장치(1)의 출력모멘트(md_kup)가 양의 한계치(출력모멘트한계) 및 음의 한계치(견인모멘트한계)에 한정될 수 있도록 배치되어있는 것을 특징으로 하는 무단조절기어 제어장치.The limiting means 30, 11 for limiting the output moment md_kup of the drive device 1 to a predetermined limit value md_kup_max in dependence on the determined amount md_ge_max may include an output moment md_kup of the drive device 1. An endless regulating gear control device, characterized in that it is arranged to be limited to a positive limit value (output moment limit) and a negative limit value (towing moment limit). 제 1 항에 있어서, 결정가능한 모멘트보강치(mue_wd)를 갖는 변환기(3)가 구동열에 추가로 배치되고, 한계치(md_kup_max)의 결정은 실제 변환기 보강치(mue_wd)에 의존하여 수행되는 것을 특징으로 하는 무단조절기어 제어장치.A converter (3) according to claim 1, characterized in that a transducer (3) having a determinable moment reinforcement (mue_wd) is further arranged in the drive train, and the determination of the limit (md_kup_max) is performed depending on the actual transducer reinforcement (mue_wd). Stepless regulating gear controller. 제 1 항에 있어서, 결정가능한 모멘트전달치를 갖는 커플링이 구동열에 추가로 배치되고, 한계치(md_kup_max)의 결정은 실제 모멘트전달치에 의존하여 수행되는 것을 특징으로 하는 무단조절기어 제어장치.2. An endless regulating gear control apparatus according to claim 1, wherein a coupling having a determinable moment transfer value is further disposed in the drive train, and the determination of the limit value (md_kup_max) is performed depending on the actual moment transfer value. 제 1 항에 있어서, 기어(4)는 구동측과 피동측 및 구동측과 피동측 사이에 기계적 작용연결을 형성시키는 작용수단(9)을 가지고, 작용수단(9)과 구동 또는 피동측 사이의 가압력을 나타내는 가압크기(p_soll; p_ist)를 파악하는 파악수단(35; 41)이 배치되어있고, 결정수단(41; 45)은 파악된 가압크기(p_soll; p_ist)로부터 순간의 최대로 전달가능한 기어(4)의 회전모멘트를 표시하는 크기(md_ge_max)가 결정되도록 형성되어있는 것을 특징으로 하는 무단조절기어 제어장치.2. The gear (4) according to claim 1, wherein the gear (4) has actuation means (9) for forming a mechanical actuation connection between the drive side and the driven side and between the drive side and the driven side, and between the actuation means (9) and the drive or driven side. Holding means (35; 41) for grasping the pressing size (p_soll; p_ist) indicating the pressing force is arranged, the determining means (41; 45) is a gear that can be transferred to the maximum at the moment from the determined pressing size (p_soll; p_ist) An endless adjustment gear control apparatus, characterized in that the size (md_ge_max) indicating the rotation moment of (4) is determined to be determined. 제 1 항에 있어서, 제한수단(30,11)은 구동장치(1)의 출력모멘트(md_kup)의 양이 결정된 한계치(md_kup_max)와 비교되고 한계치를 초과했을 때에는 거기에 응하여 구동장치(1)의 출력모멘트(md_kup)를 한계치를 하회시키는 방향으로 감소되도록(구동모멘트한계) 또는 증가되도록(견인모멘트한계) 형성되어있는 것을 특징으로 하는 무단조절기어 제어장치.The driving device (1) according to claim 1, wherein the limiting means (30, 11) are compared with the determined limit value (md_kup_max) when the amount of output moment (md_kup) of the drive device (1) exceeds the limit value. An endless regulating gear control device, characterized in that the output moment (md_kup) is formed to decrease (drive moment limit) or increase (traction moment limit) in the direction below the limit value. 차량에서 조절가능한 출력모멘트(md_kup)를 갖는 구동장치(1)와 함께 차량의 구동열에 배치되며 변환이 무단으로 조절될 수 있는 기어(4)를 제어하기 위한 방법에 있어서,In a method for controlling a gear (4) arranged in a drive train of a vehicle together with a drive device (1) having an adjustable output moment (md_kup) in a vehicle, the conversion of which can be adjusted steplessly, 기어(4)의 최대 전달 가능한 순간 회전모멘트를 표시하는 양(md_ge_max)이 결정되고,The amount (md_ge_max) representing the maximum transmittable moment of rotation of the gear 4 is determined, 구동장치(1)의 출력모멘트(md_kup)가 상기 결정된 양(md_ge_max)에 의존하여 정해진 한계치(md_kup_max)에 제한되고 구동장치(1)의 출력모멘트(md_kup)의 양이 결정된 한계치(md_kup_max)와 비교되고, 한계치를 초과했을 때에는 거기에 응하여 구동장치(1)의 출력모멘트(md_kup)가 한계치를 하회시키는 방향으로 감소(구동모멘트한계) 또는 증가(견인모멘트한계)되는 것을 특징으로 하는 무단조절기어 제어방법.The output moment md_kup of the drive device 1 is limited to the determined limit value md_kup_max depending on the determined amount md_ge_max and the amount of output moment md_kup of the drive device 1 is compared with the determined limit value md_kup_max. And when the limit value is exceeded, the output moment md_kup of the drive device 1 decreases (drive moment limit) or increases (towing moment limit) in a direction below the limit in response thereto. Way. 제 6 항에 있어서, 모멘트보강치(mue_wd)가 결정되는 변환기(3)가 구동열에 추가로 배치되고, 한계치(md_kup_max)는 실제 변환기 보강치(mue_wd)에 의존하여 정해지며,7. The transducer (3) according to claim 6, wherein a transducer (3) in which the moment reinforcement value mue_wd is determined is additionally arranged in the drive train, and the limit value md_kup_max is determined depending on the actual transducer reinforcement value mue_wd, 모멘트전달치가 결정되는 커플링이 구동열에 추가로 배치되고, 한계치(md_kup_max)는 실제 모멘트전달치에 의존하여 결정되는 것을 특징으로 하는 무단조절기어 제어방법.And a coupling in which the moment transfer value is determined is additionally arranged in the drive train, and the limit value (md_kup_max) is determined depending on the actual moment transfer value. 제 6 항에 있어서, 기어(4)는 구동측과 피동측 및 구동측과 피동측 사이에 기계적 작용연결을 형성시키기 위한 작용수단(9)을 가지고,The gear 4 according to claim 6 has actuation means 9 for forming a mechanical actuation connection between the drive side and the driven side and between the drive side and the driven side, 작용수단(9)과 구동 또는 피동측 사이의 가압력을 나타내는 가압크기(p_soll; p_ist)가 파악되고,Pressing size p_soll (p_ist) representing the pressing force between the actuation means 9 and the driving or driven side is found, 파악된 가압크기(p_soll; p_ist)로부터 순간의 최대로 전달가능한 기어(4)의 회전모멘트를 표시하는 크기(md_ge_max)가 결정되는 것을 특징으로 하는 무단조절기어 제어방법.And a magnitude (md_ge_max) representing the rotational moment of the gear (4) which can be transmitted to the maximum at the moment from the determined pressing size (p_soll; p_ist) is determined. 제 6 항에 있어서, 구동장치(1)의 출력모멘트(md_kup)의 양이 결정된 한계치(md_kup_max)와 비교되고, 한계치를 초과했을 때에는 거기에 응하여 구동장치(1)의 출력모멘트(md_kup)가 한계치를 하회시키는 방향으로 감소(구동모멘트한계) 또는 증가(견인모멘트한계)되는 것을 특징으로 하는 무단조절기어 제어방법.The output moment (md_kup) of the drive device (1) according to claim 6, wherein the amount of output moment (md_kup) of the drive device (1) is compared with the determined limit value (md_kup_max). Stepless control gear control method, characterized in that the reduction in the direction (Drive moment limit) or increases (traction moment limit) in the direction of less than.
KR1019980709535A 1997-03-26 1998-02-11 Device and method for controlling a CVT in a motor vehicle KR100611024B1 (en)

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