WO2014021357A1 - Apparatus for controlling belt-type continuously variable transmission - Google Patents
Apparatus for controlling belt-type continuously variable transmission Download PDFInfo
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- WO2014021357A1 WO2014021357A1 PCT/JP2013/070678 JP2013070678W WO2014021357A1 WO 2014021357 A1 WO2014021357 A1 WO 2014021357A1 JP 2013070678 W JP2013070678 W JP 2013070678W WO 2014021357 A1 WO2014021357 A1 WO 2014021357A1
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- pressure
- regulating valve
- state
- pressure regulating
- belt
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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
- 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
Definitions
- the present invention relates to a control device for a belt type continuously variable transmission that performs belt slip control (BSC) for reducing actual secondary hydraulic pressure so that a belt maintains a micro slip state with respect to a primary pulley and a secondary pulley.
- BSC belt slip control
- the actual secondary hydraulic pressure and the actual gear ratio are intended by superimposing sine wave vibration on the command secondary hydraulic pressure and exciting the command secondary hydraulic pressure. Vibrate. And what calculates the phase difference of the vibration component of the extracted actual secondary hydraulic pressure, and the vibration component of an actual gear ratio, and detects a belt slip state by this phase difference is known (for example, refer patent document 1).
- the travel section in which belt slip control is permitted is shortened among all travel sections, and the secondary hydraulic pressure is reduced compared to that during normal control, and the belt that suppresses the drive system friction torque while maintaining the minimum belt clamping force. It is not possible to achieve the effect of reducing fuel consumption and electricity consumption targeted by slip control.
- the present invention has been made paying attention to the above problems, and provides a control device for a belt-type continuously variable transmission capable of achieving both stability of belt slip control and expansion of a permitted range of belt slip control.
- the purpose is to do.
- a primary pulley that is input from a drive source, a secondary pulley that is output to a drive wheel, a belt that spans the primary pulley and the secondary pulley, and an actual primary to the primary pulley. It is premised on a control device for a belt-type continuously variable transmission that includes a first pressure regulating valve that regulates hydraulic pressure and a second pressure regulating valve that regulates actual secondary hydraulic pressure to the secondary pulley.
- the control device for the belt type continuously variable transmission includes a phase difference calculating means, an initial phase setting means, a belt slip state detecting means, and a belt slip control means.
- the phase difference calculating unit vibrates the secondary hydraulic pressure to the secondary pulley, and calculates the phase difference between the vibration component included in the actual secondary hydraulic pressure and the vibration component included in the actual speed ratio. calculate.
- the initial phase setting means has an initial phase that is a difference between a hydraulic initial phase that is an amplitude starting point of a vibration component characteristic of an actual secondary hydraulic pressure and a gear ratio initial phase that is an amplitude starting point of the vibration component characteristic of an actual gear ratio. It sets based on the determination of the pressure regulation state of the actual primary oil pressure by the first pressure regulating valve.
- the belt slip state detecting means detects the belt slip state by correcting the phase difference calculated by the phase difference calculating means with the initial phase set by the initial phase setting means.
- the belt slip control means determines a command secondary hydraulic pressure so that the belt maintains a micro slip state with respect to both pulleys based on detection of the belt slip state by the belt slip state detection means, and sets the actual secondary hydraulic pressure to the first secondary hydraulic pressure.
- the pressure is regulated by the 2 pressure regulating valve.
- ( ⁇ t + ⁇ ) is referred to as a phase.
- the initial phase that is the difference between the initial hydraulic pressure phase of the actual secondary hydraulic pressure and the actual transmission gear ratio is set based on the determination of the regulated state of the actual primary hydraulic pressure by the first pressure regulating valve.
- the initial phase of the gear ratio frequency characteristic factor which is a part of the equation for calculating the slip state during belt slip control, is one of the causes for reducing the detection accuracy of the belt slip state.
- the phase of the speed ratio frequency characteristic factor varies depending on the pressure regulation response of the first pressure regulating valve. This is because vibration due to the actual secondary hydraulic pressure vibration causes a thrust change to the primary pulley side via the belt.
- the initial phase which is one of the causes of reducing the detection accuracy of the belt slip state
- the belt slip control is stabilized. And the expansion of the permitted area for belt slip control can be achieved.
- FIG. 1 is an overall system diagram showing a drive system and a control system of a vehicle equipped with a belt type continuously variable transmission to which a control device of Example 1 is applied.
- 1 is a perspective view showing a belt-type continuously variable transmission mechanism provided in a drive system of a vehicle to which a control device of Embodiment 1 is applied.
- 1 is a perspective view showing a part of a belt constituting a belt-type continuously variable transmission mechanism provided in a drive system of a vehicle to which a control device of Example 1 is applied.
- It is a control block diagram which shows the algorithm of the belt slip control in the control apparatus of Example 1.
- FIG. 1 is an overall system diagram showing a drive system and a control system of a vehicle equipped with a belt type continuously variable transmission to which a control device of Example 1 is applied.
- 1 is a perspective view showing a belt-type continuously variable transmission mechanism provided in a drive system of a vehicle to which a control device of Example 1 is applied.
- It is a control block diagram
- 6 is a flowchart showing a secondary oil pressure excitation / correction process in the belt slip control in the switching process executed by the CVT control unit 8 according to the first embodiment.
- 7 is a flowchart illustrating an initial phase setting process in the belt slip control in the switching process executed by the CVT control unit 8 according to the first embodiment.
- FIG. 6 is a block diagram illustrating a permission region for each mode state in belt slip control in the first embodiment.
- FIG. 3 is an image diagram showing a relationship between an initial phase and a slip detection point in each mode state in belt slip control in Embodiment 1 (a relationship between an initial phase and a slip detection point in each state [A] to [C]. (image)).
- the configuration of the control device for the belt-type continuously variable transmission CVT in the first embodiment includes “overall system configuration”, “belt slip control configuration”, “switching configuration between normal control and belt slip control”, “secondary during belt slip control”
- the description will be divided into “hydraulic control configuration” and “initial phase setting configuration during belt slip control”.
- FIG. 1 is an overall system diagram showing a drive system and a control system of a vehicle equipped with a belt type continuously variable transmission to which the control device of the first embodiment is applied.
- FIG. 2 is a perspective view showing a belt type continuously variable transmission mechanism.
- FIG. 3 is a perspective view showing a part of the belt of the belt type continuously variable transmission mechanism. The overall system configuration will be described below with reference to FIGS.
- the drive system of a vehicle equipped with a belt-type continuously variable transmission to which the control device of the first embodiment is applied includes an engine 1, a torque converter 2, a forward / reverse switching mechanism 3, and a belt-type continuously variable transmission.
- a transmission mechanism 4, a final reduction mechanism 5, and drive wheels 6 and 6 are provided.
- the belt type continuously variable transmission CVT is configured by housing the torque converter 2, the forward / reverse switching mechanism 3, the belt type continuously variable transmission mechanism 4, and the final reduction mechanism 5 in a transmission case.
- the engine 1 can control the output torque by an engine control signal from the outside in addition to the output torque control by the accelerator operation by the driver.
- the engine 1 includes an output torque control actuator 10 that performs output torque control by a throttle valve opening / closing operation, a fuel cut operation, and the like.
- the torque converter 2 is provided with a turbine runner 23 connected to the engine output shaft 11 via a converter housing 22, a pump impeller 24 connected to the torque converter output shaft 21, and a case via a one-way clutch 25.
- the stator 26 is a component.
- the forward / reverse switching mechanism 3 is a mechanism that switches the input rotation direction to the belt type continuously variable transmission mechanism 4 between a forward rotation direction during forward travel and a reverse rotation direction during reverse travel.
- the forward / reverse switching mechanism 3 includes a double pinion planetary gear 30, a forward clutch 31, and a reverse brake 32.
- the belt-type continuously variable transmission mechanism 4 has no gear ratio that is the ratio of the input rotational speed of the transmission input shaft 40 and the output rotational speed of the transmission output shaft 41 due to a change in the belt contact diameter.
- a continuously variable transmission function that changes in stages is provided, and includes a primary pulley 42, a secondary pulley 43, and a belt 44.
- the primary pulley 42 includes a fixed pulley 42 a and a slide pulley 42 b, and the slide pulley 42 b is slid by the primary hydraulic pressure guided to the primary hydraulic chamber 45.
- FIG. 1 the belt-type continuously variable transmission mechanism 4 has no gear ratio that is the ratio of the input rotational speed of the transmission input shaft 40 and the output rotational speed of the transmission output shaft 41 due to a change in the belt contact diameter.
- a continuously variable transmission function that changes in stages is provided, and includes a primary pulley 42, a secondary pulley 43, and a belt 44.
- the primary pulley 42 includes a fixed pulle
- the secondary pulley 43 includes a fixed pulley 43 a and a slide pulley 43 b, and the slide pulley 43 b is slid by the primary hydraulic pressure guided to the secondary hydraulic chamber 46.
- the belt 44 is stretched over sheave surfaces 42 c and 42 d forming a V shape of the primary pulley 42 and sheave surfaces 43 c and 43 d forming a V shape of the secondary pulley 43.
- the belt 44 is formed by two sets of stacked rings 44a and 44a in which a large number of annular rings are stacked from the inside to the outside and a punched plate material, and is sandwiched between the two sets of stacked rings 44a and 44a.
- the element 44b has sheave surfaces 42c and 42d of the primary pulley 42 and flank surfaces 44c and 44c that contact the sheave surfaces 43c and 43d of the secondary pulley 43 at both side positions.
- the final reduction mechanism 5 decelerates the transmission output rotation from the transmission output shaft 41 of the belt-type continuously variable transmission mechanism 4 and provides a differential function to provide left and right drive wheels 6, 6 It is a mechanism to transmit to.
- the final reduction mechanism 5 is interposed in the transmission output shaft 41, the idler shaft 50, and the left and right drive shafts 51, 51, and has a first gear 52, a second gear 53, a third gear 54 having a reduction function. And a fourth gear 55 and a gear differential gear 56 having a differential function.
- the control system of a vehicle equipped with a belt-type continuously variable transmission to which the control device of the first embodiment is applied includes a transmission hydraulic pressure control unit 7 and a CVT control unit 8 as shown in FIG.
- the transmission hydraulic pressure control unit 7 is a hydraulic pressure control unit of a double pressure control system that generates a primary hydraulic pressure Ppri guided to the primary hydraulic pressure chamber 45 and a secondary hydraulic pressure Psec guided to the secondary hydraulic pressure chamber 46.
- the transmission hydraulic pressure control unit 7 includes an oil pump 70, a regulator valve 71, a line pressure solenoid 72, a line pressure oil passage 73, a first pressure regulating valve 74, a primary hydraulic solenoid 75, and a primary pressure oil passage 76.
- a second pressure regulating valve 77, a secondary hydraulic solenoid 78, and a secondary pressure oil passage 79 are provided.
- the regulator valve 71 is a valve that regulates the line pressure PL using the discharge pressure from the oil pump 70 as a source pressure.
- This regulator valve 71 has a line pressure solenoid 72 and adjusts the pressure of the oil pumped from the oil pump 70 to a predetermined line pressure PL in accordance with a command from the CVT control unit 8.
- the first pressure regulating valve 74 is a valve that uses the line pressure PL generated by the regulator valve 71 as a source pressure to generate a primary hydraulic pressure Ppri guided to the primary hydraulic chamber 45.
- the first pressure regulating valve 74 has a primary hydraulic solenoid 75 and applies an operation signal pressure to the spool of the first pressure regulating valve 74 in accordance with a command from the CVT control unit 8.
- the first pressure regulating valve 74 is brought into a valve pressure regulating state on the low gear ratio side, and guides the speed change pressure obtained by adjusting the line pressure PL from the line pressure oil path 73 by the pressure reduction control to the primary pressure oil path 76.
- the first pressure regulating valve 74 is fully opened on the high gear ratio side, and guides the line pressure PL from the line pressure oil passage 73 to the primary pressure oil passage 76 as it is.
- the first pressure regulating valve 74 is mechanically fixed at the highest gear ratio, the slide pulley 43b of the secondary pulley 43 or the slide pulley 42b of the primary pulley 42 cannot stroke, and the first pressure regulating valve 74 is regulated. Since there is no pressure state, there is no influence on the pressure control, and no response delay occurs. The same applies to the shift response in the flow rate control. Therefore, they are in phase.
- the second pressure regulating valve 77 is a valve that uses the line pressure PL generated by the regulator valve 71 as a source pressure to generate the secondary hydraulic pressure Psec guided to the secondary hydraulic chamber 46.
- the second pressure regulating valve 77 has a secondary hydraulic solenoid 78 and applies an operation signal pressure to the spool of the second pressure regulating valve 77 in accordance with a command from the CVT control unit 8. Then, the second pressure regulating valve 77 is fully opened on the low gear ratio side, and guides the line pressure PL from the line pressure oil passage 73 to the secondary pressure oil passage 79 as it is.
- the second pressure regulating valve 77 is in a valve pressure regulating state on the high gear ratio side, and guides the gear shifting pressure obtained by regulating the line pressure PL from the line pressure oil passage 73 by the pressure reduction control to the secondary pressure oil passage 79.
- the CVT control unit 8 outputs a control command for obtaining a target line pressure corresponding to the throttle opening etc. to the line pressure solenoid 72, and a control command for obtaining a target gear ratio according to the vehicle speed, the throttle opening etc. Shift hydraulic control output to primary hydraulic solenoid 75 and secondary hydraulic solenoid 78, forward / reverse switching control for controlling engagement / release of forward clutch 31 and reverse brake 32, lockup control for controlling engagement / release of lockup clutch 20, Etc.
- the CVT control unit 8 includes a primary rotation sensor 80, a secondary rotation sensor 81, a secondary oil pressure sensor 82, an oil temperature sensor 83, an inhibitor switch 84, a brake switch 85, an accelerator opening sensor 86, a primary oil pressure sensor 87, and a line pressure sensor. Sensor information and switch information from 89, etc. are input. Further, torque information is input from the engine control unit 88 and a torque request is output to the engine control unit 88.
- FIG. 4 is a control block diagram illustrating an algorithm of belt slip control in the control device of the first embodiment.
- a belt slip control configuration will be described with reference to FIG.
- the algorithm configuration of the belt slip control of the first embodiment includes a sine wave excitation command unit 91, an actual secondary hydraulic pressure detection unit 92, an actual transmission ratio detection unit 93, a bandpass filter 94, A band-pass filter 95 and a phase difference calculation unit 96 (phase difference calculation means) are provided.
- the sine wave excitation command unit 91 determines an excitation frequency and an excitation amplitude suitable for belt slip control, and applies them to the command secondary hydraulic pressure so as to apply a sine wave hydraulic vibration with the determined frequency and amplitude to the secondary hydraulic pressure. Outputs sine wave excitation command.
- the actual secondary hydraulic pressure detection unit 92 detects the secondary hydraulic pressure that is hydraulically oscillated by the sine wave vibration command applied to the command secondary hydraulic pressure, by the secondary hydraulic pressure sensor 82.
- the band-pass filter 94 is a filter that passes hydraulic vibration data in the excitation frequency band, and extracts the vibration component of the secondary hydraulic pressure from the detection data acquired by the actual secondary hydraulic pressure detection unit 92.
- the band-pass filter 95 is a filter that allows passage of gear ratio vibration data in the excitation frequency band, and extracts vibration components of the actual gear ratio from the detection data acquired by the actual gear ratio detection unit 93.
- the phase difference calculation unit 96 calculates the phase difference between the vibration component of the secondary hydraulic pressure extracted by the band pass filter 94 and the vibration component of the actual gear ratio extracted by the band pass filter 95.
- the first pressure regulation valve pressure regulation state determination unit 97 in the hydraulic system of the pressure control valve determines whether the first pressure regulation valve 74 is fully open (state B) based on sensor signals from the primary hydraulic pressure sensor 87 and the line pressure sensor 89. Then, it is determined whether the first pressure regulating valve 74 is in the pressure regulation state (state C). In the mechanical high state (state A), the first pressure regulation valve pressure regulation state determination unit 97 does not perform the determination. Note that the first pressure regulating valve pressure regulation state determination unit 97 in the hydraulic system in the flow control valve is configured so that the first pressure regulating valve 74 is in a fully closed state (state) based on sensor signals from the primary hydraulic pressure sensor 87 and the line pressure sensor 89. D) or whether the first pressure regulating valve 74 is in a pressure regulation state (state E). In the mechanical high state (state A), the first pressure regulation valve pressure regulation state determination unit 97 does not perform the determination.
- the slip phase difference determining unit 99 replaces the phase difference calculated by the phase difference calculating unit 96 with the initial phase set by the initial phase setting unit 98, and determines the slip phase difference based on the belt slip.
- the belt slip state detection unit 100 detects a belt slip state based on the slip phase difference from the slip phase difference determination unit 99. At this time, the slip phase difference may be detected as it is as a belt slip state. Further, the slip phase difference may be converted into a belt slip ratio or the like using a map or the like, and the converted belt slip ratio or the like may be detected as a belt slip state.
- the secondary hydraulic pressure correction amount determination unit 101 determines a secondary hydraulic pressure correction amount based on the belt slip state detected by the belt slip state detection unit 100, and uses the determined secondary hydraulic pressure correction amount as a command secondary hydraulic pressure or sine wave excitation command. Add to.
- the secondary hydraulic pressure correction amount is determined as any one of the subtraction correction amount, the maintenance correction amount, and the addition correction amount so that the belt slip state maintains the micro slip state during the belt slip control.
- step S1 normal control of the belt-type continuously variable transmission mechanism 4 is performed following start by key-on, determination of BSC disapproval in step S2, or normal control return processing in step S5, and the process proceeds to step S2. .
- the BSC operation flag 0 is set and the secondary pressure F / B prohibition flag is set to zero.
- step S2 following the normal control in step S1, it is determined whether or not all the following BSC permission conditions are satisfied. If YES (all BSC permission conditions are satisfied), the process proceeds to step S3 to perform belt slip control (BSC). If NO (there is a condition that does not satisfy even one of the BSC permission conditions), the process returns to step S1 to continue normal control.
- BSC permission condition is shown below.
- (1) The transmission torque capacity of the belt type continuously variable transmission mechanism 4 is stable (the rate of change of the transmission torque capacity is small).
- This condition (1) is, for example, a.
- the estimation accuracy of the input torque to the primary pulley 42 is within a reliable range.
- the condition (2) is determined based on, for example, torque information (estimated engine torque) from the engine control unit 88, the lock-up state of the torque converter 2, the operation state of the brake pedal, the range position, and the like.
- (3) Continue the permission states (1) and (2) above for a predetermined time. In step S2, it is determined whether or not all of the above conditions (1), (2), and (3) are satisfied.
- step S3 following the BSC permission determination in step S2 or the BSC continuation determination in step S4, the input to the belt 44 of the belt type continuously variable transmission mechanism 4 is reduced, and the belt 44 is not slipped.
- Belt slip control (FIGS. 6 and 7) for maintaining a smooth slip state (micro slip state) is performed, and the process proceeds to step S4.
- step S3 during belt slip control, as belt slip control processing, feedback control prohibition processing (step S31) for obtaining an instruction secondary hydraulic pressure using actual secondary hydraulic pressure, and torque limit processing (step S31) in preparation for returning to normal control.
- step S32 excitation / correction processing of the secondary hydraulic pressure for performing belt slip control (Step S33: FIG. 6), and detection accuracy of the belt slip state regardless of the pressure regulation state of the first pressure regulating valve 74 are ensured.
- the initial phase setting process (step S34: FIG. 7) is performed simultaneously.
- step S4 following the belt slip control in step S3, it is determined whether or not all the following BSC continuation conditions are satisfied. If YES (all BSC continuation conditions are met), the process returns to step S3 and belt slip control (BSC) is continued as it is. If NO (there is a condition that does not satisfy even one of the BSC continuation conditions), the process proceeds to step S5, and normal control return processing is performed.
- BSC continuation condition is shown below.
- (1) The transmission torque capacity of the belt type continuously variable transmission mechanism 4 is stable (the rate of change of the transmission torque capacity is small).
- This condition (1) is, for example, a.
- the estimation accuracy of the input torque to the primary pulley 42 is within a reliable range.
- the condition (2) is determined based on, for example, torque information (estimated engine torque) from the engine control unit 88, the lock-up state of the torque converter 2, the operation state of the brake pedal, the range position, and the like. It is determined whether or not both of the above conditions (1) and (2) are satisfied. That is, the difference between the BSC permission condition and the BSC continuation condition is that the BSC continuation condition does not have the continuation condition (3) among the BSC permission conditions.
- step S5 following the determination that any one of the BSC continuation conditions in step S4 is not satisfied, normal control return processing for preventing the belt 44 from slipping when returning from belt slip control to normal control is performed. After completion of the process, the process returns to step S1 and shifts to normal control.
- the normal control return process is the feedback control return process for obtaining the command secondary hydraulic pressure using the actual secondary hydraulic pressure.
- torque limit processing step S52
- secondary oil pressure excitation / correction reset processing step S53
- shift for regulating the shift speed step S54
- FIG. 6 is a flowchart illustrating the secondary hydraulic pressure excitation / correction process (step S33) in the belt slip control (BSC) in the switching process executed by the CVT control unit 8 according to the first embodiment.
- step S33 the secondary hydraulic pressure excitation / correction process
- BSC belt slip control
- step S331 the command secondary hydraulic pressure is vibrated. That is, a sine wave hydraulic pressure with a predetermined amplitude and a predetermined frequency is superimposed on the command secondary hydraulic pressure, and the process proceeds to step S332.
- step S332 following the excitation of the command secondary hydraulic pressure in step S331, the actual secondary hydraulic pressure is detected from the secondary hydraulic sensor 82, and the actual gear ratio is determined based on the rotational speed information from the primary rotation sensor 80 and the secondary rotation sensor 81. It detects by calculation and progresses to step S333.
- step S333 following the detection of the actual secondary hydraulic pressure and the actual gear ratio in step S332, bandpass filter processing is performed on each of the actual secondary hydraulic pressure and the actual gear ratio, and vibration components (sine Wave) is multiplied and multiplied, and the multiplication value is subjected to low-pass filter processing to obtain a value represented by the amplitude and the phase difference ⁇ (cosine wave) from the actual secondary hydraulic vibration to the actual gear ratio vibration. Convert to step S334.
- step S334 following the calculation of the phase difference ⁇ from the actual secondary hydraulic vibration to the actual gear ratio vibration in step S333, the initial phase set by the initial phase setting process shown in FIG. 7 is read, and the process proceeds to step S335.
- step S335 following the reading of the initial phase in step S334, the slip phase difference S ⁇ generated by the belt slip is calculated from the initial phase and the calculated phase difference ⁇ , and the process proceeds to step S336.
- step S336 following the calculation of the slip phase difference S ⁇ in step S335, it is determined whether or not the slip phase difference S ⁇ is 0 ⁇ S ⁇ ⁇ predetermined value 1 (a value indicating a micro slip region). If YES (0 ⁇ S ⁇ ⁇ predetermined value 1), the process proceeds to step S337. If NO (predetermined value 1 ⁇ S ⁇ ), the process proceeds to step S338.
- step S337 following the determination in step S336 that 0 ⁇ S ⁇ ⁇ predetermined value 1, that is, no belt slip has occurred until reaching the micro slip region, the secondary hydraulic pressure correction amount is set to “ ⁇ Psec (decrease)”. And go to step S341.
- step S338 following the determination in step S336 that the predetermined value 1 ⁇ S ⁇ , that is, the belt slip exceeding the micro slip region has occurred, the slip phase difference S ⁇ is 0 ⁇ S ⁇ ⁇ predetermined value 2 (target slip region ) Or not. If YES (predetermined value 1 ⁇ S ⁇ ⁇ predetermined value 2), the process proceeds to step S339. If NO (predetermined value 2 ⁇ S ⁇ ), the process proceeds to step S340.
- step S339 following the determination that the predetermined value 1 ⁇ S ⁇ ⁇ predetermined value 2 in step S338, that is, an appropriate belt slip state that is greater than or equal to the micro slip region but less than the target slip region, “0 (maintain)” is set, and the process proceeds to step S341.
- step S340 following the determination that the predetermined value 2 ⁇ S ⁇ (micro / macro slip transition region) in step S338, the secondary hydraulic pressure correction amount is set to “+ ⁇ Psec (increase)”, and the process proceeds to step S341.
- step S341 following the setting of the secondary hydraulic pressure correction amount in step S337, step S339, and step S340, the basic secondary hydraulic pressure + secondary hydraulic pressure correction amount is set as the command secondary hydraulic pressure, and the process proceeds to the end.
- FIG. 7 is a flowchart showing the initial phase setting process (step S34) in the belt slip control (BSC) in the switching process executed by the CVT control unit 8 of the first embodiment.
- step S34 the initial phase setting process
- BSC belt slip control
- step S350 it is determined whether or not the mechanical high state (state A) is set. If YES (mechanical high state), the process proceeds from step S363 (state A) to step S364. In step S364, the initial phase ⁇ is set to 0 ° and the process proceeds to the end. If NO (a state other than mechanical high), the process proceeds to step S351. In step S351, sensor signals from the primary hydraulic sensor 87 and the line pressure sensor 89 are read, and the process proceeds to step S352.
- step S352 following the reading of the sensor signal in step S351, it is determined whether or not the primary pressure control by the first pressure regulating valve 74 is pressure control. If YES (pressure control), the process proceeds to step S353, and if NO (flow rate control), the process proceeds to step S358.
- step S353 line pressure ⁇ primary pressure
- step S357 the initial phase ⁇ is set to 90 ° to 180 °, and the process proceeds to the end.
- the initial phase ⁇ is set to 90 according to the pressure regulating valve opening (full opening side valve opening to full closing side valve opening) depending on the spool position of the first pressure regulating valve 74. Set to ° ⁇ 180 °.
- an initial phase map corresponding to the pressure regulating valve opening degree of the first pressure regulating valve 74 is created in advance based on initial phase experimental data or the like, and the line pressure and the primary pressure are determined.
- the pressure regulating valve opening degree of the first pressure regulating valve 74 is estimated using a differential pressure or the like. And the initial phase (gamma) according to the pressure regulation valve opening degree of the 1st pressure regulation valve 74 is set using the pressure regulation valve opening estimated value and the initial phase map.
- step S358 following the determination that the primary pressure control in step S352 is flow control, it is determined whether or not the flow control valve for flow control is fully closed. If YES (fully closed), the process proceeds from step S359 (state D) to step S360. In step S360, the initial phase ⁇ is set to 0 °, and the process proceeds to the end.
- step S358 valve opening other than fully closed, pressure regulation state or fully open state
- step S361 state E
- step S362 set the initial phase ⁇ to 90 ° And go to the end.
- control device for the belt type continuously variable transmission CVT of the first embodiment are as follows: “BSC permission determination operation and BSC continuation determination operation”, “Belt slip control operation (BSC operation)”, “Feedback control of secondary hydraulic pressure during BSC”
- BSC permission determination operation and BSC continuation determination operation BSC operation
- Belt slip control operation (BSC operation) BSC operation
- Feedback control of secondary hydraulic pressure during BSC The description will be divided into “inhibiting action”, “technical background of BSC by phase difference detection”, and “initial phase setting action during BSC”.
- BSC permission judgment action and BSC continuation judgment action While traveling, securing the belt slip control (BSC) travel section as long as possible leads to improved fuel efficiency.
- BSC belt slip control
- step S1 When the vehicle starts to travel, in the flowchart of FIG. 5, the process proceeds from step S1 to step S2, and unless all the BSC permission determination conditions in step S2 are satisfied, the flow from step S1 to step S2 is repeated. Control is maintained. That is, satisfying all of the BSC permission determination conditions in step S2 is a BSC control start condition.
- the transmission torque capacity of the belt type continuously variable transmission mechanism 4 is stable (the rate of change of the transmission torque capacity is small).
- This condition (1) is, for example, a.
- the estimation accuracy of the input torque to the primary pulley 42 is within a reliable range.
- the condition (2) is determined based on, for example, torque information (estimated engine torque) from the engine control unit 88, the lock-up state of the torque converter 2, the operation state of the brake pedal, the range position, and the like.
- the belt slip control since the start of the belt slip control is permitted by satisfying all the BSC permission conditions not including the speed ratio range condition, regardless of whether the speed ratio side is the low speed ratio side or the high speed ratio side.
- the belt slip control can be started in a traveling region where the torque change and the gear ratio change are small and stable.
- step S2 When the BSC permission determination is made in step S2, the process proceeds to step S3, where the belt type continuously variable transmission mechanism 4 is reduced in input to the belt 44, and the belt that keeps an appropriate slip state without slipping the belt 44. Slip control is performed. Then, following the belt slip control in step S3, in the next step S4, it is determined whether or not all the BSC continuation conditions are satisfied. As long as all the BSC continuation conditions are satisfied, the flow proceeds from step S3 to step S4. Repeatedly, the belt slip control (BSC) is continued.
- BSC belt slip control
- the conditions (1) and (2) among the BSC permission conditions are used. That is, among the BSC permission conditions, the predetermined time continuation condition (3) is not included in the BSC continuation conditions. For this reason, during belt slip control, if any of the conditions (1) and (2) is not satisfied, the belt slip control is stopped immediately and the normal control is resumed. Therefore, it is possible to prevent the belt slip control from being continued in a state where the detection accuracy is not guaranteed.
- the secondary oil pressure is obtained by estimating the safety factor and obtaining a clamping force without belt slip. Therefore, the condition that the slip phase difference S ⁇ is less than the predetermined value 1 is established, and in the flowchart of FIG. 6, the process proceeds from step S331 ⁇ step S332 ⁇ step S333 ⁇ step S334 ⁇ step S335 ⁇ step S336 ⁇ step S337 ⁇ step S341.
- the flow is repeated, and each time this flow is repeated, the command secondary hydraulic pressure decreases with the correction of ⁇ Psec, which is the SEC hydraulic pressure correction amount.
- step S331 ⁇ step S332 ⁇ step S333 ⁇ step S334 ⁇ step S335 ⁇ step S336
- step S339 the SEC hydraulic pressure correction amount is set to zero, and the command secondary hydraulic pressure is maintained.
- step S331 ⁇ step S332 ⁇ step S333 ⁇ step S334 ⁇ step S335 ⁇ step S336 ⁇ step S338 ⁇ step S340 ⁇ step S341.
- the command secondary hydraulic pressure rises in response to the correction of the SEC hydraulic pressure correction amount + ⁇ Psec. That is, in the belt slip control, control is performed to maintain a micro slip state in which the slip phase difference S ⁇ is in a range of a predetermined value 1 or more and less than a predetermined value 2.
- the belt slip control will be described with reference to the time chart shown in FIG. First, the BSC permission conditions (1) and (2) are satisfied at time t1, and the BSC permission conditions (1) and (2) continue (BSC permission conditions (3)).
- the BSC operation flag and the SEC pressure F / B prohibition flag (secondary pressure feedback) from time t2 to time t3 when at least one of the BSC continuation conditions (1) and (2) is not satisfied. Prohibition flag) is set, and belt slip control is performed. If at least one of the BSC continuation conditions is not satisfied due to the accelerator depressing operation slightly before time t3, the return control to the normal control is performed from time t3 to time t4, and after time t4. Normal control will be performed.
- the belt slip control is performed with the solenoid current correction amount characteristic to the secondary hydraulic solenoid 75 during the steady running determination indicated by the arrow C in FIG.
- the phase difference ⁇ between the vibration component of the secondary hydraulic pressure and the vibration component of the gear ratio that appears as a result of exciting the secondary hydraulic pressure is monitored, and the current value is increased or decreased.
- the secondary hydraulic solenoid 75 is normally open (normally open), and when the current value is increased, the secondary hydraulic pressure is decreased.
- the actual gear ratio is maintained almost constant although it vibrates with a small amplitude as shown in the actual gear ratio characteristic (Ratio) of FIG.
- the phase difference ⁇ gradually increases as the slip ratio gradually increases with time from the time t2 when the slip ratio is close to zero.
- the characteristic which converges to (target slip ratio) is shown.
- the secondary hydraulic pressure decreases as indicated by an arrow G as time elapses from time t2 having a safety factor, and finally reaches the minimum design pressure.
- the hydraulic pressure amplitude is added, and the characteristic converges to a sufficient hydraulic pressure level with respect to the actual minimum pressure.
- the actual secondary hydraulic pressure in the design minimum pressure + hydraulic amplitude range is maintained so as to maintain the target value of the phase difference ⁇ (the target value of the slip ratio).
- the secondary hydraulic control becomes unstable.
- the secondary hydraulic pressure by the feedback control may diverge.
- the actual secondary hydraulic pressure information is not used during the belt slip control, so that the actual secondary hydraulic pressure includes a vibration component or is intentionally included.
- the estimation accuracy of the belt slip state estimated by monitoring the phase difference ⁇ between the vibration component included in the actual secondary hydraulic pressure and the vibration component included in the actual gear ratio is ensured.
- the secondary hydraulic pressure control is not affected, so that the phase difference ⁇ between the vibration component included in the actual secondary hydraulic pressure and the vibration component included in the actual gear ratio can be clearly obtained. By monitoring this phase difference ⁇ , the region immediately before the belt slip can be reliably determined.
- the secondary hydraulic control is an open control that does not use the feedback information (actual secondary hydraulic information), and therefore the secondary hydraulic control by the feedback control is maintained during the belt slip control. As described above, it is possible to prevent the control from becoming unstable or the control from diverging.
- the secondary hydraulic control of the first embodiment during the belt slip control, only the deviation is set to zero, the feedback control amount until immediately before the transition to the belt slip control is held, and the secondary hydraulic pressure is used by using the held constant feedback control amount. Open control is performed.
- the belt slip control (BSC) is performed in a situation where the detection accuracy of the belt slip state decreases. I can't do it.
- ⁇ predetermined value the vibration waveform of the vibration component included in the actual secondary hydraulic pressure or the vibration component included in the actual gear ratio This is stretched by the torque change gradient and the gear ratio change gradient and disappears, which causes a reduction in detection accuracy of the belt slip state. Accordingly, BSC is permitted in a stable steady travel region where there is little torque change or gear ratio change.
- the substantial BSC start determination includes conditions such as a low throttle opening at a high vehicle speed / high speed stage (high gear ratio side) with a small gear ratio change near a load / road where torque fluctuation is relatively small. . For this reason, even in a stable steady travel region where there is little torque change or gear ratio change, BSC is only permitted at the highest gear ratio and the gear ratio in the vicinity thereof. The BSC is not permitted even in a stable steady state where the change in the gear ratio is small. Thus, when the travel region where BSC is permitted is limited, there is a problem that the effect of reducing fuel consumption is diminished and BSC is not stable.
- a secondary hydraulic pressure sensor 82 is provided between the secondary-side second pressure regulating valve 77 and the secondary pulley 43, and the second pressure regulating valve 77 is finely moved to vibrate.
- This vibration causes a change in thrust of the secondary pulley 43, and this change in thrust affects the balance with the thrust on the primary side. Therefore, in order to maintain the command gear ratio, it is necessary to change the thrust on the primary side in response to the thrust on the secondary side, and the first pressure regulating valve so as to be the primary pressure Ppri corresponding to the change in thrust on the primary side. 74 is adjusted.
- feedback control is performed so that the first pressure regulating valve 74 that regulates the primary pressure Ppri becomes a balance pressure corresponding to the command primary pressure.
- This feedback control involves changing the opening of the first pressure regulating valve 74, thereby causing a flow rate fluctuation between the first pressure regulating valve 74 and the hydraulic actuator of the primary pulley 42.
- the slide pulley 42b of the primary pulley 42 moves / strokes in the axial direction, resulting in a change in gear ratio in which the contact radius between the belt 44 and the primary pulley 42 changes.
- the vibration component included in the actual gear ratio in the BSC includes the gear ratio vibration component generated by the movement and stroke of the slide pulley 43b of the secondary pulley 43 in the axial direction due to the excitation of the secondary hydraulic pressure Psec.
- the gear ratio vibration component responding to the flow rate fluctuation on the pulley side is superimposed.
- the initial phase of the vibration component included in the actual gear ratio is delayed with respect to the initial phase of the vibration component included in the actual secondary hydraulic pressure. Arise.
- the first pressure regulation valve pressure regulation state determination unit 97 in the hydraulic system of the pressure control valve is configured so that the first pressure regulation valve 74 is in a fully open state (state B) based on sensor signals from the primary hydraulic pressure sensor 87 and the line pressure sensor 89. ) Or the first pressure regulating valve 74 is in a pressure regulation state (state C). In the mechanical high state (state A), the first pressure regulation valve pressure regulation state determination unit 97 does not perform the determination.
- the first pressure regulating valve pressure regulation state determination unit 97 in the hydraulic system in the flow control valve is configured so that the first pressure regulation valve 74 is in a fully closed state (state D) based on sensor signals from the primary hydraulic pressure sensor 87 and the line pressure sensor 89. ) Or the first pressure regulating valve 74 is in a pressure regulation state (state E). In the mechanical high state (state A), the first pressure regulation valve pressure regulation state determination unit 97 does not perform the determination. Thus, there is a system difference between the hydraulic system in the pressure control valve and the hydraulic system in the flow control valve.
- FIG. 7 and FIG. 9 to FIG. The initial phase setting operation during BSC will be described.
- an initial phase is generated when the pressure is regulated by the first pressure regulating valve 74.
- This initial phase is different between the shift response in the non-pressure regulation state and the shift response in the pressure regulation state. Differences occur depending on the response.
- the mechanical high state (A) means a state in which the slide pulley 43b of the secondary pulley 43 or the slide pulley 42b of the primary pulley 42 has reached a mechanical high gear ratio at which the stroke cannot be achieved, as shown in FIG.
- the process proceeds from step S350 to step S363 to step S364 in the flowchart of FIG. 7, and in step S364, the initial phase ⁇ is set to 0 °.
- the reason for setting the initial phase ⁇ to 0 ° in this mechanical high state (A) is that the initial phase of the vibration component included in the actual gear ratio is substantially the same as the initial phase of the vibration component included in the actual secondary hydraulic pressure. By becoming. In the mechanical high gear ratio state, only deformation due to belt tension fluctuation is an influential factor.
- the first pressure regulating valve fully opened state (B) refers to the time when the first pressure regulating valve 74 is in the fully opened fixed state.
- the process proceeds from step S350 ⁇ step S351 ⁇ step S352 ⁇ step S353 ⁇ step S354 ⁇ step S355 in the flowchart of FIG.
- step S355 the initial phase ⁇ is set to 90 °.
- the first pressure regulating valve pressure regulation state (C) refers to the time when the primary pressure Ppri is regulated by the first pressure regulating valve 74 of the belt type continuously variable transmission mechanism 4 as shown in FIG.
- the process proceeds from step S350 to step S351 to step S352 to step S353 to step S356 to step S357 in the flowchart of FIG. 7.
- the initial phase ⁇ is 90 °. Set to ⁇ 180 °.
- the reason why the initial phase ⁇ is set to 90 ° to 180 ° in the first pressure regulating valve pressure regulation state (C) is that the pressure regulation by the first pressure regulating valve 74 (primary pressure Ppri ⁇ line pressure PL) and the line pressure PL Since the feedback flow rate change occurs between the primary pressures Ppri, the phase of the vibration component included in the actual gear ratio with respect to the phase of the vibration component included in the actual secondary hydraulic pressure is greater than that in the first pressure regulating valve fully opened state (B).
- Response delay increases. The response delay amount varies depending on the pressure regulating valve opening (full opening side valve opening to fully closing side valve opening) depending on the spool position of the first pressure regulating valve 74, oil temperature, pipe orifice diameter, etc.
- phase ⁇ needs to be set according to the pressure regulating valve state of the first pressure regulating valve 74.
- the relationship between the magnitudes of the initial phases ⁇ , ⁇ , and ⁇ in the three pressure control modes is as follows: mechanical high state (A) ⁇ first pressure regulating valve fully opened state (B) ⁇ first pressure regulating valve The pressure regulation state (C) is established.
- the initial phase that is the difference between the initial hydraulic pressure phase of the actual secondary hydraulic pressure and the actual transmission gear ratio is used to determine the pressure regulation state of the actual primary hydraulic pressure by the first pressure regulating valve 74. Based on the configuration to be set. In other words, it has been clarified that the initial phase generated in the initial state where there is no belt slip is one of the causes for reducing the detection accuracy of the belt slip state. The initial phase is found to be generated by regulating the primary hydraulic pressure Ppri by the first pressure regulating valve 74, and the initial phase is different depending on the regulated state of the primary hydraulic pressure Ppri. Therefore, in the flowchart of FIG.
- the phase difference ⁇ calculated including the initial phases ⁇ , ⁇ , and ⁇ is corrected by the initial phases ⁇ , ⁇ , and ⁇ set based on the determination of the regulated state of the actual primary hydraulic pressure.
- the speed ratio range condition for permitting the BSC is relaxed, and as shown in FIG.
- the range from the low speed ratio including the regions A, B, and C to the high speed ratio is set as the permitted range.
- the permitted area can be expanded.
- the initial phase ⁇ , ⁇ , ⁇ which is one of the causes of reducing the detection accuracy of the belt slip state, is obtained with high accuracy based on the determination of the pressure adjustment state of the actual primary hydraulic pressure.
- Both stabilization and expansion of the permitted area of the BSC can be achieved.
- the traveling section is extended while executing the BSC for suppressing the belt friction, and the effect of reducing the fuel consumption targeted by the BSC is achieved.
- the initial phase ⁇ when the actual primary hydraulic pressure is regulated by the first pressure regulating valve 74, the initial phase ⁇ is set to be larger than the initial phases ⁇ and ⁇ in the non-regulated state.
- a large setting was adopted. That is, since the initial phase depends on the feedback flow rate change between the line pressure PL and the primary pressure Ppri, the pressure regulation state by the first pressure regulation valve 74 with the feedback flow rate change and the first pressure regulation valve without the feedback flow rate change. 74 and the non-pressure-regulated state. Therefore, by setting the initial phase ⁇ in the pressure regulation state to be larger than the initial phases ⁇ and ⁇ in the non-pressure regulation state, the first pressure regulating valve 74 is in the pressure regulation state or the non-pressure regulation state. Regardless of whether the belt slip condition is detected or not.
- the non-regulated state in which the actual primary hydraulic pressure is not regulated by the first regulating valve 74 is divided into a first regulating valve fully closed state (A) and a first regulating valve fully opened state (B ) Mechanical high state (A) ⁇ first pressure regulating valve fully opened state (B) ⁇ first pressure regulating valve pressure regulating state (C) Therefore, the configuration in which the magnitudes of the initial phases ⁇ , ⁇ , and ⁇ are set is adopted. That is, in the non-regulated state of the first pressure regulating valve 74, the fully closed state where there is no change in flow rate due to the interruption of the line pressure PL and the primary pressure Ppri, and the primary pressure Ppri matches the line pressure PL due to the oil passage communication.
- a fully open state where there is no feedback flow rate change. Accordingly, when the first pressure regulating valve 74 is in the non-pressure-regulating state, the fully-closed state is set to the fully-closed state by setting the initial phase ⁇ in the fully-opened state larger than the initial phase ⁇ in the fully-closed state. Regardless of the fully open state, the detection accuracy of the belt slip state is ensured.
- Example 1 when the initial phase is set, the initial phase ⁇ is set to 0 ° in the mechanical high state (A), the initial phase ⁇ is set to 90 ° in the first pressure regulating valve full open state (B), A configuration is adopted in which the initial phase ⁇ is set in the range of 90 ° to 180 ° in accordance with the pressure regulating valve opening degree of the first pressure regulating valve 74 in the pressure regulating state (C) of the first pressure regulating valve. That is, in the mechanical high state (A), there is no flow rate change due to the interruption of the line pressure PL and the primary pressure Ppri, and no initial phase is generated due to the flow rate change.
- the primary pressure Ppri coincides with the line pressure PL due to the oil passage communication, but there is no feedback flow rate change, and the initial phase due to the flow rate change is a simple primary delay.
- the pressure regulation state of the first pressure regulating valve 74 is divided into three pressure regulating modes, and the initial phases ⁇ , ⁇ , ⁇ are set for each of the three pressure regulating modes. In the mode, the detection accuracy of the belt slip state is ensured.
- the pressure regulation state of the first pressure regulation valve 73 is determined based on the sensor detection values of the line pressure PL from the line pressure sensor 89 and the primary oil pressure Ppri from the primary oil pressure sensor 87.
- the configuration to adopt was adopted. That is, it is necessary to discriminate the opening of the pressure regulating valve among the pressure regulating states of the first pressure regulating valve 73, particularly in the first pressure regulating valve pressure regulating state (C).
- the line pressure sensor 89 and the primary oil pressure sensor 87 are existing sensors in the system, and new sensors such as a spool stroke sensor of the first pressure regulating valve 73 are not added.
- the pressure regulating valve opening degree of the first pressure regulating valve 73 can be accurately determined. Therefore, by determining the pressure regulation state of the first pressure regulation valve 73 using the sensor detection value from the existing sensor in the system, the pressure regulation state of the first pressure regulation valve 73 is inexpensive and the pressure regulation valve opening degree. Are accurately identified.
- a primary pulley 42 that is input from a drive source (engine 1), a secondary pulley 43 that is output to drive wheels 6 and 6, a belt 44 that spans the primary pulley 42 and the secondary pulley 43, and the primary pulley
- the control device for the belt-type continuously variable transmission CVT comprising: a first pressure regulating valve 74 that regulates the actual primary hydraulic pressure to 42; and a second pressure regulating valve 77 that regulates the actual secondary hydraulic pressure to the secondary pulley 43.
- the secondary hydraulic pressure is applied to the secondary pulley 43 to calculate the phase difference ⁇ between the vibration component included in the actual secondary hydraulic pressure and the vibration component included in the actual gear ratio.
- phase difference calculation unit 96 The initial phases ⁇ , ⁇ , and ⁇ , which are the differences between the initial hydraulic phase that is the amplitude starting point of the vibration component characteristic of the actual secondary hydraulic pressure and the initial gear ratio phase that is the amplitude starting point of the vibration component characteristic of the actual gear ratio, are Initial phase setting means (initial phase setting unit 98) for setting based on the determination of the pressure regulation state of the actual primary oil pressure by the one pressure regulating valve 74; The belt slip is corrected by correcting the phase difference ⁇ calculated by the phase difference calculating means (phase difference calculating section 96) with the initial phases ⁇ , ⁇ , and ⁇ set by the initial phase setting means (initial phase setting section 98).
- Initial phase setting means initial phase setting unit 98
- Belt slip state detection means (belt slip state detection unit 100) for detecting the state; Based on the detection of the belt slip state by the belt slip state detection means (belt slip state detection unit 100), the command secondary hydraulic pressure is determined so that the belt 44 maintains the micro slip state with respect to the pulleys 42 and 43, Belt slip control means (secondary hydraulic pressure correction amount determining unit 101) for adjusting secondary hydraulic pressure by the second pressure regulating valve 77; (FIG. 4).
- the initial phase ⁇ , ⁇ , ⁇ which is one of the causes for reducing the detection accuracy of the belt slip state, is obtained with high accuracy based on the determination of the actual primary hydraulic pressure adjustment state. It is possible to achieve both the stabilization of the slip control (BSC) and the expansion of the permitted area of the belt slip control (BSC).
- the initial phase setting means (initial phase setting unit 98) has an initial phase ⁇ , ⁇ when the actual primary hydraulic pressure is regulated by the first pressure regulating valve 74 and when it is not regulated.
- the initial phase ⁇ is set larger than For this reason, in addition to the effect of (1), the detection accuracy of the belt slip state can be ensured regardless of whether the first pressure regulating valve 74 is in the pressure regulating state or the non-pressure regulating state.
- the initial phase setting means includes a first pressure regulating valve pressure regulating state (C) in which the actual primary hydraulic pressure is regulated by the first pressure regulating valve 74, and the first pressure regulating valve 74.
- C first pressure regulating valve pressure regulating state
- the non-regulated state in which the actual primary hydraulic pressure is not regulated by is divided into the mechanical high state (A) and the first pressure regulating valve fully opened state (B)
- the magnitudes of the initial phases ⁇ , ⁇ , and ⁇ are set based on For this reason, in addition to the effect (2), when the first pressure regulating valve 74 is in the non-regulated state, it is possible to ensure the detection accuracy of the belt slip state regardless of whether it is in the fully closed state or the fully open state.
- the initial phase setting means sets the initial phase ⁇ to 0 ° in the mechanical high state (A), and sets the initial phase ⁇ to 90 in the first pressure regulating valve fully opened state (B).
- the initial phase ⁇ is set in the range of 90 ° to 180 ° in accordance with the pressure regulating valve opening of the first pressure regulating valve 74 in the first pressure regulating valve pressure regulating state (C). Therefore, in addition to the effect of (3), by setting the initial phases ⁇ , ⁇ , and ⁇ for each of the three pressure control modes of the first pressure control valve 74, in any pressure control mode of the first pressure control valve 74, The detection accuracy of the belt slip state can be ensured.
- a line pressure sensor 89 is provided on the upstream side of the first pressure regulating valve 74, and a primary hydraulic pressure sensor 87 is provided on the downstream side of the first pressure regulating valve 74,
- the initial phase setting means determines the pressure regulation state of the first pressure regulating valve 74 based on sensor detection values of the line pressure PL and the primary hydraulic pressure Ppri. For this reason, in addition to the effects (1) to (4), the pressure regulation state of the first pressure regulating valve 73 can be discriminated at low cost and accurately including the pressure regulating valve opening using an existing sensor. it can.
- control apparatus of the belt type continuously variable transmission of the present invention has been described based on the first embodiment, the specific configuration is not limited to the first embodiment, and each claim of the claims Design changes and additions are permitted without departing from the spirit of the invention according to the paragraph.
- the present invention is applied to a hybrid vehicle equipped with a belt-type continuously variable transmission or an electric vehicle equipped with a belt-type continuously variable transmission. It can also be applied to. In short, the present invention can be applied to any vehicle equipped with a belt-type continuously variable transmission that performs shift control using the first pressure regulating valve and the second pressure regulating valve.
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Abstract
Provided are a belt (44) passed over a primary pulley (42) and a secondary pulley (43), a first pressure-regulating valve (74) for regulating the actual primary hydraulic pressure, and a second pressure-regulating valve (77) for regulating the actual secondary hydraulic pressure. The CVT control apparatus includes: a belt slip stage detecting unit (100) for oscillating the secondary hydraulic pressure and monitoring the phase difference in the oscillating component in the actual secondary hydraulic pressure and the oscillating component in the actual gear ratio when the belt slip control conditions are established; a secondary hydraulic pressure adjustment level determining unit (101) for determining the secondary hydraulic pressure command to establish the micro slip conditions based on detection of the belt slip conditions and adjust the actual secondary hydraulic pressure using the second pressure-regulating valve (77); and an initial phase setting unit (98) for setting the initial phase of the actual secondary hydraulic pressure and the actual gear ratio on the basis of the regulated-pressure state of the actual primary hydraulic pressure determined by the first pressure-regulating valve (74).
Description
本発明は、ベルトがプライマリプーリとセカンダリプーリに対してマイクロスリップ状態を維持するように実セカンダリ油圧を低減するベルトスリップ制御(BSC)を行うベルト式無段変速機の制御装置に関する。
The present invention relates to a control device for a belt type continuously variable transmission that performs belt slip control (BSC) for reducing actual secondary hydraulic pressure so that a belt maintains a micro slip state with respect to a primary pulley and a secondary pulley.
従来、プライマリプーリとセカンダリプーリをベルトにより掛け渡したベルト式無段変速機において、指令セカンダリ油圧に正弦波振動を重畳し、指令セカンダリ油圧を加振することにより実セカンダリ油圧と実変速比を意図的に振動させる。そして、抽出した実セカンダリ油圧の振動成分と実変速比の振動成分との位相差を算出し、この位相差によりベルトスリップ状態を検知するものが知られている(例えば、特許文献1参照)。
Conventionally, in a belt-type continuously variable transmission in which a primary pulley and a secondary pulley are spanned by a belt, the actual secondary hydraulic pressure and the actual gear ratio are intended by superimposing sine wave vibration on the command secondary hydraulic pressure and exciting the command secondary hydraulic pressure. Vibrate. And what calculates the phase difference of the vibration component of the extracted actual secondary hydraulic pressure, and the vibration component of an actual gear ratio, and detects a belt slip state by this phase difference is known (for example, refer patent document 1).
上記特許文献1に記載されたベルトスリップ状態検知方法を、ベルト式無段変速機を備えた変速制御システムに導入した場合、ベルトスリップ制御中、下記のようにプライマリ油圧制御とセカンダリ油圧制御を行うものが知られている(例えば、特許文献2参照)。
まず、通常制御時におけるセカンダリ油圧制御は、必要なベルト推力(=ベルトクランプ力)を得る目標セカンダリ油圧と、センサ信号による実セカンダリ油圧と、の偏差に基づく、フィードバック制御により指令セカンダリ油圧を決めている。
これに対し、ベルトスリップ制御中におけるセカンダリ油圧制御は、正弦波加振指令によりセカンダリ油圧を加振し、実セカンダリ油圧含まれる振動成分と実変速比に含まれる振動成分の位相差により検知されたベルトスリップ状態に基づき、ベルトが両プーリに対しマイクロスリップ状態を維持するように、指令セカンダリ油圧の補正量を決めている。
すなわち、ベルトスリップ制御中は、セカンダリ油圧のフィードバック制御を中止し、セカンダリ油圧(=ベルトクランプ力)を通常制御時よりも低減させるようにしている。 When the belt slip state detection method described inPatent Document 1 is introduced into a shift control system having a belt-type continuously variable transmission, primary hydraulic control and secondary hydraulic control are performed during belt slip control as follows. Those are known (for example, see Patent Document 2).
First, the secondary hydraulic pressure control during normal control determines the command secondary hydraulic pressure by feedback control based on the deviation between the target secondary hydraulic pressure to obtain the required belt thrust (= belt clamping force) and the actual secondary hydraulic pressure by the sensor signal. Yes.
On the other hand, the secondary hydraulic pressure control during the belt slip control is detected based on the phase difference between the vibration component included in the actual secondary hydraulic pressure and the vibration component included in the actual gear ratio by exciting the secondary hydraulic pressure with a sinusoidal vibration command. Based on the belt slip state, the correction amount of the command secondary hydraulic pressure is determined so that the belt maintains the micro slip state with respect to both pulleys.
That is, during the belt slip control, the feedback control of the secondary hydraulic pressure is stopped, and the secondary hydraulic pressure (= belt clamping force) is reduced compared to the normal control.
まず、通常制御時におけるセカンダリ油圧制御は、必要なベルト推力(=ベルトクランプ力)を得る目標セカンダリ油圧と、センサ信号による実セカンダリ油圧と、の偏差に基づく、フィードバック制御により指令セカンダリ油圧を決めている。
これに対し、ベルトスリップ制御中におけるセカンダリ油圧制御は、正弦波加振指令によりセカンダリ油圧を加振し、実セカンダリ油圧含まれる振動成分と実変速比に含まれる振動成分の位相差により検知されたベルトスリップ状態に基づき、ベルトが両プーリに対しマイクロスリップ状態を維持するように、指令セカンダリ油圧の補正量を決めている。
すなわち、ベルトスリップ制御中は、セカンダリ油圧のフィードバック制御を中止し、セカンダリ油圧(=ベルトクランプ力)を通常制御時よりも低減させるようにしている。 When the belt slip state detection method described in
First, the secondary hydraulic pressure control during normal control determines the command secondary hydraulic pressure by feedback control based on the deviation between the target secondary hydraulic pressure to obtain the required belt thrust (= belt clamping force) and the actual secondary hydraulic pressure by the sensor signal. Yes.
On the other hand, the secondary hydraulic pressure control during the belt slip control is detected based on the phase difference between the vibration component included in the actual secondary hydraulic pressure and the vibration component included in the actual gear ratio by exciting the secondary hydraulic pressure with a sinusoidal vibration command. Based on the belt slip state, the correction amount of the command secondary hydraulic pressure is determined so that the belt maintains the micro slip state with respect to both pulleys.
That is, during the belt slip control, the feedback control of the secondary hydraulic pressure is stopped, and the secondary hydraulic pressure (= belt clamping force) is reduced compared to the normal control.
しかしながら、上記特許文献1に記載されたベルトスリップ状態検知方法を、プライマリ油圧とセカンダリ油圧を、それぞれ調圧弁(圧力制御弁または流量制御弁)により調圧する変速制御システムに導入した場合、ベルトスリップ制御を許可する走行領域を拡大すると、ベルトスリップ状態の検知精度を低下させることがあり、ベルトスリップ制御が安定化しない。したがって、ベルトスリップ制御が許可される走行領域は、ベルトスリップ状態の検知精度が確保され、ベルトスリップ制御が安定する限られた領域となる。例えば、特許文献2に記載されているように、トルク変化が小さいというトルク変化条件と、変速速度が遅いという変速速度条件と、選択されている変速比がハイ変速比側であるという変速比条件と、が全て成立する安定した走行領域を、ベルトスリップ制御を許可する走行領域としている。
However, when the belt slip state detection method described in Patent Document 1 is introduced into a speed change control system in which the primary hydraulic pressure and the secondary hydraulic pressure are regulated by pressure regulating valves (pressure control valves or flow rate control valves), belt slip control is performed. If the travel region that permits this is expanded, the detection accuracy of the belt slip state may be lowered, and the belt slip control is not stabilized. Therefore, the travel region where the belt slip control is permitted is a limited region where the belt slip state detection accuracy is ensured and the belt slip control is stabilized. For example, as described in Patent Document 2, a torque change condition that the torque change is small, a speed change condition that the speed change is slow, and a speed change condition that the selected speed change ratio is on the high speed ratio side. And a stable traveling region where all of the above are established is a traveling region in which belt slip control is permitted.
この結果、全走行区間のうち、ベルトスリップ制御が許可される走行区間が短くなり、セカンダリ油圧を通常制御時よりも低減させ、必要最小限のベルトクランプ力を保ちながら駆動系フリクショントルクを抑えるベルトスリップ制御で狙っている燃費低減効果や電費低減効果の実効を達成することができない。
As a result, the travel section in which belt slip control is permitted is shortened among all travel sections, and the secondary hydraulic pressure is reduced compared to that during normal control, and the belt that suppresses the drive system friction torque while maintaining the minimum belt clamping force. It is not possible to achieve the effect of reducing fuel consumption and electricity consumption targeted by slip control.
本発明は、上記問題に着目してなされたもので、ベルトスリップ制御の安定化と、ベルトスリップ制御の許可領域拡大と、の両立を図ることができるベルト式無段変速機の制御装置を提供することを目的とする。
The present invention has been made paying attention to the above problems, and provides a control device for a belt-type continuously variable transmission capable of achieving both stability of belt slip control and expansion of a permitted range of belt slip control. The purpose is to do.
上記目的を達成するため、本発明では、駆動源から入力するプライマリプーリと、駆動輪へ出力するセカンダリプーリと、前記プライマリプーリと前記セカンダリプーリに掛け渡したベルトと、前記プライマリプーリへの実プライマリ油圧を調圧する第1調圧弁と、前記セカンダリプーリへの実セカンダリ油圧を調圧する第2調圧弁と、を備えたベルト式無段変速機の制御装置を前提とする。このベルト式無段変速機の制御装置において、位相差算出手段と、初期位相設定手段と、ベルトスリップ状態検知手段と、ベルトスリップ制御手段と、を有する。
前記位相差算出手段は、ベルトスリップ制御許可条件の成立時、前記セカンダリプーリへのセカンダリ油圧を加振し、実セカンダリ油圧に含まれる振動成分と実変速比に含まれる振動成分との位相差を算出する。
前記初期位相設定手段は、実セカンダリ油圧の振動成分特性の振幅起点である油圧初期位相と、実変速比の振動成分特性の振幅起点である変速比初期位相と、の差である初期位相を、前記第1調圧弁による実プライマリ油圧の調圧状態の判定に基づき設定する。
前記ベルトスリップ状態検知手段は、前記位相差算出手段により算出された位相差を前記初期位相設定手段により設定された初期位相により補正することでベルトスリップ状態を検知する。
前記ベルトスリップ制御手段は、前記ベルトスリップ状態検知手段によるベルトスリップ状態の検知に基づき、前記ベルトが両プーリに対してマイクロスリップ状態を維持するように指令セカンダリ油圧を決め、実セカンダリ油圧を前記第2調圧弁により調圧する。
ここで、時間領域における振動成分特性を、例えば、
y(t)=Asin(ωt+θ)
であらわされる正弦波特性とすると、「初期位相」とは、t=0における位相θt=0のことをいう。なお、(ωt+θ)のことを位相という。 In order to achieve the above object, in the present invention, a primary pulley that is input from a drive source, a secondary pulley that is output to a drive wheel, a belt that spans the primary pulley and the secondary pulley, and an actual primary to the primary pulley. It is premised on a control device for a belt-type continuously variable transmission that includes a first pressure regulating valve that regulates hydraulic pressure and a second pressure regulating valve that regulates actual secondary hydraulic pressure to the secondary pulley. The control device for the belt type continuously variable transmission includes a phase difference calculating means, an initial phase setting means, a belt slip state detecting means, and a belt slip control means.
When the belt slip control permission condition is satisfied, the phase difference calculating unit vibrates the secondary hydraulic pressure to the secondary pulley, and calculates the phase difference between the vibration component included in the actual secondary hydraulic pressure and the vibration component included in the actual speed ratio. calculate.
The initial phase setting means has an initial phase that is a difference between a hydraulic initial phase that is an amplitude starting point of a vibration component characteristic of an actual secondary hydraulic pressure and a gear ratio initial phase that is an amplitude starting point of the vibration component characteristic of an actual gear ratio. It sets based on the determination of the pressure regulation state of the actual primary oil pressure by the first pressure regulating valve.
The belt slip state detecting means detects the belt slip state by correcting the phase difference calculated by the phase difference calculating means with the initial phase set by the initial phase setting means.
The belt slip control means determines a command secondary hydraulic pressure so that the belt maintains a micro slip state with respect to both pulleys based on detection of the belt slip state by the belt slip state detection means, and sets the actual secondary hydraulic pressure to the first secondary hydraulic pressure. The pressure is regulated by the 2 pressure regulating valve.
Here, the vibration component characteristics in the time domain are, for example,
y (t) = Asin (ωt + θ)
In this case, the “initial phase” refers to the phase θ t = 0 at t = 0 . Note that (ωt + θ) is referred to as a phase.
前記位相差算出手段は、ベルトスリップ制御許可条件の成立時、前記セカンダリプーリへのセカンダリ油圧を加振し、実セカンダリ油圧に含まれる振動成分と実変速比に含まれる振動成分との位相差を算出する。
前記初期位相設定手段は、実セカンダリ油圧の振動成分特性の振幅起点である油圧初期位相と、実変速比の振動成分特性の振幅起点である変速比初期位相と、の差である初期位相を、前記第1調圧弁による実プライマリ油圧の調圧状態の判定に基づき設定する。
前記ベルトスリップ状態検知手段は、前記位相差算出手段により算出された位相差を前記初期位相設定手段により設定された初期位相により補正することでベルトスリップ状態を検知する。
前記ベルトスリップ制御手段は、前記ベルトスリップ状態検知手段によるベルトスリップ状態の検知に基づき、前記ベルトが両プーリに対してマイクロスリップ状態を維持するように指令セカンダリ油圧を決め、実セカンダリ油圧を前記第2調圧弁により調圧する。
ここで、時間領域における振動成分特性を、例えば、
y(t)=Asin(ωt+θ)
であらわされる正弦波特性とすると、「初期位相」とは、t=0における位相θt=0のことをいう。なお、(ωt+θ)のことを位相という。 In order to achieve the above object, in the present invention, a primary pulley that is input from a drive source, a secondary pulley that is output to a drive wheel, a belt that spans the primary pulley and the secondary pulley, and an actual primary to the primary pulley. It is premised on a control device for a belt-type continuously variable transmission that includes a first pressure regulating valve that regulates hydraulic pressure and a second pressure regulating valve that regulates actual secondary hydraulic pressure to the secondary pulley. The control device for the belt type continuously variable transmission includes a phase difference calculating means, an initial phase setting means, a belt slip state detecting means, and a belt slip control means.
When the belt slip control permission condition is satisfied, the phase difference calculating unit vibrates the secondary hydraulic pressure to the secondary pulley, and calculates the phase difference between the vibration component included in the actual secondary hydraulic pressure and the vibration component included in the actual speed ratio. calculate.
The initial phase setting means has an initial phase that is a difference between a hydraulic initial phase that is an amplitude starting point of a vibration component characteristic of an actual secondary hydraulic pressure and a gear ratio initial phase that is an amplitude starting point of the vibration component characteristic of an actual gear ratio. It sets based on the determination of the pressure regulation state of the actual primary oil pressure by the first pressure regulating valve.
The belt slip state detecting means detects the belt slip state by correcting the phase difference calculated by the phase difference calculating means with the initial phase set by the initial phase setting means.
The belt slip control means determines a command secondary hydraulic pressure so that the belt maintains a micro slip state with respect to both pulleys based on detection of the belt slip state by the belt slip state detection means, and sets the actual secondary hydraulic pressure to the first secondary hydraulic pressure. The pressure is regulated by the 2 pressure regulating valve.
Here, the vibration component characteristics in the time domain are, for example,
y (t) = Asin (ωt + θ)
In this case, the “initial phase” refers to the phase θ t = 0 at t = 0 . Note that (ωt + θ) is referred to as a phase.
よって、初期位相設定手段において、実セカンダリ油圧の油圧初期位相と実変速比の変速比初期位相の差である初期位相が、第1調圧弁による実プライマリ油圧の調圧状態の判定に基づき設定される。
すなわち、ベルトスリップ制御中にスリップ状態を演算する式の一部である変速比周波数特性因子の初期位相が、ベルトスリップ状態の検知精度を低下させる原因の一つになることを解明した。
変速比周波数特性因子の位相は、第1調圧弁の調圧応答により変化するが、これは実セカンダリ油圧加振による振動が、ベルトを介してプライマリプーリ側へ推力変化を伴う。つまり、第1調圧弁の応答が異なるので、プライマリプーリ側アクチュエータと第1調圧弁間の流量変化を伴い、プライマリプーリが応答する。この応答により、変速比周波数特性因子の位相ずれが生じることとなる。
したがって、ベルトスリップ状態検知手段において、初期位相を含んで算出された位相差を、実プライマリ油圧の調圧状態の判定に基づき設定された初期位相により補正することで、補正後の位相差は、プライマリ油圧の調圧状態を原因とする初期位相分を排除した後のベルトスリップにより生じるスリップ位相差分となる。
このため、プライマリ油圧の調圧状態(=変速比状態)にかかわらずベルトスリップ状態が精度良く検知されることで、ベルトスリップ制御が安定するし、ベルトスリップ制御を許可する変速比範囲条件が緩和され、ベルトスリップ制御の許可領域の拡大が図られる。 Therefore, in the initial phase setting means, the initial phase that is the difference between the initial hydraulic pressure phase of the actual secondary hydraulic pressure and the actual transmission gear ratio is set based on the determination of the regulated state of the actual primary hydraulic pressure by the first pressure regulating valve. The
In other words, it has been clarified that the initial phase of the gear ratio frequency characteristic factor, which is a part of the equation for calculating the slip state during belt slip control, is one of the causes for reducing the detection accuracy of the belt slip state.
The phase of the speed ratio frequency characteristic factor varies depending on the pressure regulation response of the first pressure regulating valve. This is because vibration due to the actual secondary hydraulic pressure vibration causes a thrust change to the primary pulley side via the belt. That is, since the response of the first pressure regulating valve is different, the primary pulley responds with a flow rate change between the primary pulley side actuator and the first pressure regulating valve. This response causes a phase shift of the gear ratio frequency characteristic factor.
Therefore, in the belt slip state detection means, the phase difference calculated including the initial phase is corrected by the initial phase set based on the determination of the pressure adjustment state of the actual primary hydraulic pressure, so that the phase difference after correction is This is the slip phase difference caused by the belt slip after eliminating the initial phase due to the primary oil pressure regulation state.
For this reason, the belt slip state is accurately detected regardless of the regulation state (= gear ratio state) of the primary hydraulic pressure, so that the belt slip control is stabilized and the speed ratio range condition permitting the belt slip control is relaxed. Thus, the permitted area for belt slip control is expanded.
すなわち、ベルトスリップ制御中にスリップ状態を演算する式の一部である変速比周波数特性因子の初期位相が、ベルトスリップ状態の検知精度を低下させる原因の一つになることを解明した。
変速比周波数特性因子の位相は、第1調圧弁の調圧応答により変化するが、これは実セカンダリ油圧加振による振動が、ベルトを介してプライマリプーリ側へ推力変化を伴う。つまり、第1調圧弁の応答が異なるので、プライマリプーリ側アクチュエータと第1調圧弁間の流量変化を伴い、プライマリプーリが応答する。この応答により、変速比周波数特性因子の位相ずれが生じることとなる。
したがって、ベルトスリップ状態検知手段において、初期位相を含んで算出された位相差を、実プライマリ油圧の調圧状態の判定に基づき設定された初期位相により補正することで、補正後の位相差は、プライマリ油圧の調圧状態を原因とする初期位相分を排除した後のベルトスリップにより生じるスリップ位相差分となる。
このため、プライマリ油圧の調圧状態(=変速比状態)にかかわらずベルトスリップ状態が精度良く検知されることで、ベルトスリップ制御が安定するし、ベルトスリップ制御を許可する変速比範囲条件が緩和され、ベルトスリップ制御の許可領域の拡大が図られる。 Therefore, in the initial phase setting means, the initial phase that is the difference between the initial hydraulic pressure phase of the actual secondary hydraulic pressure and the actual transmission gear ratio is set based on the determination of the regulated state of the actual primary hydraulic pressure by the first pressure regulating valve. The
In other words, it has been clarified that the initial phase of the gear ratio frequency characteristic factor, which is a part of the equation for calculating the slip state during belt slip control, is one of the causes for reducing the detection accuracy of the belt slip state.
The phase of the speed ratio frequency characteristic factor varies depending on the pressure regulation response of the first pressure regulating valve. This is because vibration due to the actual secondary hydraulic pressure vibration causes a thrust change to the primary pulley side via the belt. That is, since the response of the first pressure regulating valve is different, the primary pulley responds with a flow rate change between the primary pulley side actuator and the first pressure regulating valve. This response causes a phase shift of the gear ratio frequency characteristic factor.
Therefore, in the belt slip state detection means, the phase difference calculated including the initial phase is corrected by the initial phase set based on the determination of the pressure adjustment state of the actual primary hydraulic pressure, so that the phase difference after correction is This is the slip phase difference caused by the belt slip after eliminating the initial phase due to the primary oil pressure regulation state.
For this reason, the belt slip state is accurately detected regardless of the regulation state (= gear ratio state) of the primary hydraulic pressure, so that the belt slip control is stabilized and the speed ratio range condition permitting the belt slip control is relaxed. Thus, the permitted area for belt slip control is expanded.
本発明のように、ベルトスリップ状態の検知精度を低下させる原因の一つである初期位相を実プライマリ油圧の調圧状態の判定に基づき精度良く取得する構成としたことで、ベルトスリップ制御の安定化と、ベルトスリップ制御の許可領域拡大と、の両立を図ることができる。
As in the present invention, since the initial phase, which is one of the causes of reducing the detection accuracy of the belt slip state, is obtained accurately based on the determination of the actual primary hydraulic pressure adjustment state, the belt slip control is stabilized. And the expansion of the permitted area for belt slip control can be achieved.
以下、本発明のベルト式無段変速機の制御装置を実現する最良の形態を、図面に示す実施例1に基づいて説明する。
Hereinafter, the best mode for realizing a control device for a belt type continuously variable transmission according to the present invention will be described with reference to Example 1 shown in the drawings.
まず、構成を説明する。
実施例1におけるベルト式無段変速機CVTの制御装置の構成を、「全体システム構成」、「ベルトスリップ制御構成」、「通常制御とベルトスリップ制御の切り替え構成」、「ベルトスリップ制御中のセカンダリ油圧制御構成」、「ベルトスリップ制御中の初期位相設定構成」に分けて説明する。 First, the configuration will be described.
The configuration of the control device for the belt-type continuously variable transmission CVT in the first embodiment includes “overall system configuration”, “belt slip control configuration”, “switching configuration between normal control and belt slip control”, “secondary during belt slip control” The description will be divided into “hydraulic control configuration” and “initial phase setting configuration during belt slip control”.
実施例1におけるベルト式無段変速機CVTの制御装置の構成を、「全体システム構成」、「ベルトスリップ制御構成」、「通常制御とベルトスリップ制御の切り替え構成」、「ベルトスリップ制御中のセカンダリ油圧制御構成」、「ベルトスリップ制御中の初期位相設定構成」に分けて説明する。 First, the configuration will be described.
The configuration of the control device for the belt-type continuously variable transmission CVT in the first embodiment includes “overall system configuration”, “belt slip control configuration”, “switching configuration between normal control and belt slip control”, “secondary during belt slip control” The description will be divided into “hydraulic control configuration” and “initial phase setting configuration during belt slip control”.
[全体システム構成]
図1は、実施例1の制御装置が適用されたベルト式無段変速機搭載車両の駆動系と制御系を示す全体システム図である。図2は、ベルト式無段変速機構を示す斜視図である。図3は、ベルト式無段変速機構のベルトの一部を示す斜視図である。以下、図1~図3に基づき、全体システム構成を説明する。 [Overall system configuration]
FIG. 1 is an overall system diagram showing a drive system and a control system of a vehicle equipped with a belt type continuously variable transmission to which the control device of the first embodiment is applied. FIG. 2 is a perspective view showing a belt type continuously variable transmission mechanism. FIG. 3 is a perspective view showing a part of the belt of the belt type continuously variable transmission mechanism. The overall system configuration will be described below with reference to FIGS.
図1は、実施例1の制御装置が適用されたベルト式無段変速機搭載車両の駆動系と制御系を示す全体システム図である。図2は、ベルト式無段変速機構を示す斜視図である。図3は、ベルト式無段変速機構のベルトの一部を示す斜視図である。以下、図1~図3に基づき、全体システム構成を説明する。 [Overall system configuration]
FIG. 1 is an overall system diagram showing a drive system and a control system of a vehicle equipped with a belt type continuously variable transmission to which the control device of the first embodiment is applied. FIG. 2 is a perspective view showing a belt type continuously variable transmission mechanism. FIG. 3 is a perspective view showing a part of the belt of the belt type continuously variable transmission mechanism. The overall system configuration will be described below with reference to FIGS.
実施例1の制御装置が適用されたベルト式無段変速機搭載車両の駆動系は、図1に示すように、エンジン1と、トルクコンバータ2と、前後進切替機構3と、ベルト式無段変速機構4と、終減速機構5と、駆動輪6,6と、を備えている。なお、ベルト式無段変速機CVTは、トルクコンバータ2と前後進切替機構3とベルト式無段変速機構4と終減速機構
5をトランスミッションケース内に収納することにより構成される。 As shown in FIG. 1, the drive system of a vehicle equipped with a belt-type continuously variable transmission to which the control device of the first embodiment is applied includes anengine 1, a torque converter 2, a forward / reverse switching mechanism 3, and a belt-type continuously variable transmission. A transmission mechanism 4, a final reduction mechanism 5, and drive wheels 6 and 6 are provided. The belt type continuously variable transmission CVT is configured by housing the torque converter 2, the forward / reverse switching mechanism 3, the belt type continuously variable transmission mechanism 4, and the final reduction mechanism 5 in a transmission case.
5をトランスミッションケース内に収納することにより構成される。 As shown in FIG. 1, the drive system of a vehicle equipped with a belt-type continuously variable transmission to which the control device of the first embodiment is applied includes an
前記エンジン1は、図1に示すように、ドライバによるアクセル操作による出力トルクの制御以外に、外部からのエンジン制御信号により出力トルクが制御可能である。このエンジン1には、スロットルバルブ開閉動作や燃料カット動作等により出力トルク制御を行う出力トルク制御アクチュエータ10を有する。
As shown in FIG. 1, the engine 1 can control the output torque by an engine control signal from the outside in addition to the output torque control by the accelerator operation by the driver. The engine 1 includes an output torque control actuator 10 that performs output torque control by a throttle valve opening / closing operation, a fuel cut operation, and the like.
前記トルクコンバータ2は、図1に示すように、トルク増大機能を有する発進要素であり、トルク増大機能を必要としないとき、エンジン出力軸11(=トルクコンバータ入力軸)とトルクコンバータ出力軸21を直結可能なロックアップクラッチ20を有する。このトルクコンバータ2は、エンジン出力軸11にコンバータハウジング22を介して連結されたタービンランナ23と、トルクコンバータ出力軸21に連結されたポンプインペラ24と、ケースにワンウェイクラッチ25を介して設けられたステータ26と、を構成要素とする。
As shown in FIG. 1, the torque converter 2 is a starting element having a torque increasing function, and when the torque increasing function is not required, the engine output shaft 11 (= torque converter input shaft) and the torque converter output shaft 21 are connected. It has a lockup clutch 20 that can be directly connected. The torque converter 2 is provided with a turbine runner 23 connected to the engine output shaft 11 via a converter housing 22, a pump impeller 24 connected to the torque converter output shaft 21, and a case via a one-way clutch 25. The stator 26 is a component.
前記前後進切替機構3は、図1に示すように、ベルト式無段変速機構4への入力回転方向を前進走行時の正転方向と後退走行時の逆転方向で切り替える機構である。この前後進切替機構3は、ダブルピニオン式遊星歯車30と、前進クラッチ31と、後退ブレーキ32と、を有する。
As shown in FIG. 1, the forward / reverse switching mechanism 3 is a mechanism that switches the input rotation direction to the belt type continuously variable transmission mechanism 4 between a forward rotation direction during forward travel and a reverse rotation direction during reverse travel. The forward / reverse switching mechanism 3 includes a double pinion planetary gear 30, a forward clutch 31, and a reverse brake 32.
前記ベルト式無段変速機構4は、図1に示すように、ベルト接触径の変化により変速機入力軸40の入力回転数と変速機出力軸41の出力回転数の比である変速比を無段階に変化させる無段変速機能を備え、プライマリプーリ42と、セカンダリプーリ43と、ベルト44と、を有する。前記プライマリプーリ42は、図2に示すように、固定プーリ42aとスライドプーリ42bにより構成され、スライドプーリ42bは、プライマリ油圧室45に導かれるプライマリ油圧によりスライド動作する。前記セカンダリプーリ43は、図2に示すように、固定プーリ43aとスライドプーリ43bにより構成され、スライドプーリ43bは、セカンダリ油圧室46に導かれるプライマリ油圧によりスライド動作する。前記ベルト44は、図2に示すように、プライマリプーリ42のV字形状をなすシーブ面42c,42dと、セカンダリプーリ43のV字形状をなすシーブ面43c,43dに掛け渡されている。このベルト44は、図3に示すように、環状リングを内から外へ多数重ね合わせた2組の積層リング44a,44aと、打ち抜き板材により形成され、2組の積層リング44a,44aに対する挟み込みにより互いに連接して環状に設けられた多数のエレメント44bにより構成される。そして、エレメント44bには、両側位置にプライマリプーリ42のシーブ面42c,42dと、セカンダリプーリ43のシーブ面43c,43dと接触するフランク面44c,44cを有する。
As shown in FIG. 1, the belt-type continuously variable transmission mechanism 4 has no gear ratio that is the ratio of the input rotational speed of the transmission input shaft 40 and the output rotational speed of the transmission output shaft 41 due to a change in the belt contact diameter. A continuously variable transmission function that changes in stages is provided, and includes a primary pulley 42, a secondary pulley 43, and a belt 44. As shown in FIG. 2, the primary pulley 42 includes a fixed pulley 42 a and a slide pulley 42 b, and the slide pulley 42 b is slid by the primary hydraulic pressure guided to the primary hydraulic chamber 45. As shown in FIG. 2, the secondary pulley 43 includes a fixed pulley 43 a and a slide pulley 43 b, and the slide pulley 43 b is slid by the primary hydraulic pressure guided to the secondary hydraulic chamber 46. As shown in FIG. 2, the belt 44 is stretched over sheave surfaces 42 c and 42 d forming a V shape of the primary pulley 42 and sheave surfaces 43 c and 43 d forming a V shape of the secondary pulley 43. As shown in FIG. 3, the belt 44 is formed by two sets of stacked rings 44a and 44a in which a large number of annular rings are stacked from the inside to the outside and a punched plate material, and is sandwiched between the two sets of stacked rings 44a and 44a. It is constituted by a large number of elements 44b that are connected to each other and provided in an annular shape. The element 44b has sheave surfaces 42c and 42d of the primary pulley 42 and flank surfaces 44c and 44c that contact the sheave surfaces 43c and 43d of the secondary pulley 43 at both side positions.
前記終減速機構5は、図1に示すように、ベルト式無段変速機構4の変速機出力軸41からの変速機出力回転を減速すると共に差動機能を与えて左右の駆動輪6,6に伝達する機構である。この終減速機構5は、変速機出力軸41とアイドラ軸50と左右のドライブ軸51,51に介装され、減速機能を持つ第1ギヤ52と、第2ギヤ53と、第3ギヤ54と、第4ギヤ55と、差動機能を持つギヤディファレンシャルギヤ56を有する。
As shown in FIG. 1, the final reduction mechanism 5 decelerates the transmission output rotation from the transmission output shaft 41 of the belt-type continuously variable transmission mechanism 4 and provides a differential function to provide left and right drive wheels 6, 6 It is a mechanism to transmit to. The final reduction mechanism 5 is interposed in the transmission output shaft 41, the idler shaft 50, and the left and right drive shafts 51, 51, and has a first gear 52, a second gear 53, a third gear 54 having a reduction function. And a fourth gear 55 and a gear differential gear 56 having a differential function.
実施例1の制御装置が適用されたベルト式無段変速機搭載車の制御系は、図1に示すように、変速油圧コントロールユニット7と、CVTコントロールユニット8と、を備えている。
The control system of a vehicle equipped with a belt-type continuously variable transmission to which the control device of the first embodiment is applied includes a transmission hydraulic pressure control unit 7 and a CVT control unit 8 as shown in FIG.
前記変速油圧コントロールユニット7は、プライマリ油圧室45に導かれるプライマリ油圧Ppriと、セカンダリ油圧室46に導かれるセカンダリ油圧Psecを作り出す両調圧方式による油圧制御ユニットである。この変速油圧コントロールユニット7は、オイルポンプ70と、レギュレータ弁71と、ライン圧ソレノイド72と、ライン圧油路73と、第1調圧弁74と、プライマリ油圧ソレノイド75と、プライマリ圧油路76と、第2調圧弁77と、セカンダリ油圧ソレノイド78と、セカンダリ圧油路79と、を備えている。
The transmission hydraulic pressure control unit 7 is a hydraulic pressure control unit of a double pressure control system that generates a primary hydraulic pressure Ppri guided to the primary hydraulic pressure chamber 45 and a secondary hydraulic pressure Psec guided to the secondary hydraulic pressure chamber 46. The transmission hydraulic pressure control unit 7 includes an oil pump 70, a regulator valve 71, a line pressure solenoid 72, a line pressure oil passage 73, a first pressure regulating valve 74, a primary hydraulic solenoid 75, and a primary pressure oil passage 76. , A second pressure regulating valve 77, a secondary hydraulic solenoid 78, and a secondary pressure oil passage 79 are provided.
前記レギュレータ弁71は、オイルポンプ70から吐出圧を元圧とし、ライン圧PLを調圧する弁である。このレギュレータ弁71は、ライン圧ソレノイド72を有し、オイルポンプ70から圧送された油の圧力を、CVTコントロールユニット8からの指令に応じて所定のライン圧PLに調圧する。
The regulator valve 71 is a valve that regulates the line pressure PL using the discharge pressure from the oil pump 70 as a source pressure. This regulator valve 71 has a line pressure solenoid 72 and adjusts the pressure of the oil pumped from the oil pump 70 to a predetermined line pressure PL in accordance with a command from the CVT control unit 8.
前記第1調圧弁74は、レギュレータ弁71により作り出されたライン圧PLを元圧とし、プライマリ油圧室45に導かれるプライマリ油圧Ppriを作り出す弁である。この第1調圧弁74は、プライマリ油圧ソレノイド75を有し、CVTコントロールユニット8からの指令に応じて第1調圧弁74のスプールに作動信号圧を与える。そして、第1調圧弁74は、ロー変速比側で弁調圧状態とし、ライン圧油路73からのライン圧PLを減圧制御により調圧した変速圧をプライマリ圧油路76に導く。また、第1調圧弁74は、ハイ変速比側で弁全開状態とし、ライン圧油路73からのライン圧PLをそのままプライマリ圧油路76に導く。なお、第1調圧弁74は、最ハイ変速比の位置にメカニカル固定する場合、セカンダリプーリ43のスライドプーリ43b、もしくは、プライマリプーリ42のスライドプーリ42bがストロークできず、第1調圧弁74が調圧状態でないことから圧力制御での影響はなく、応答遅れは生じない。流量制御での変速応答も同様である。よって、同相となる。
The first pressure regulating valve 74 is a valve that uses the line pressure PL generated by the regulator valve 71 as a source pressure to generate a primary hydraulic pressure Ppri guided to the primary hydraulic chamber 45. The first pressure regulating valve 74 has a primary hydraulic solenoid 75 and applies an operation signal pressure to the spool of the first pressure regulating valve 74 in accordance with a command from the CVT control unit 8. The first pressure regulating valve 74 is brought into a valve pressure regulating state on the low gear ratio side, and guides the speed change pressure obtained by adjusting the line pressure PL from the line pressure oil path 73 by the pressure reduction control to the primary pressure oil path 76. The first pressure regulating valve 74 is fully opened on the high gear ratio side, and guides the line pressure PL from the line pressure oil passage 73 to the primary pressure oil passage 76 as it is. When the first pressure regulating valve 74 is mechanically fixed at the highest gear ratio, the slide pulley 43b of the secondary pulley 43 or the slide pulley 42b of the primary pulley 42 cannot stroke, and the first pressure regulating valve 74 is regulated. Since there is no pressure state, there is no influence on the pressure control, and no response delay occurs. The same applies to the shift response in the flow rate control. Therefore, they are in phase.
前記第2調圧弁77は、レギュレータ弁71により作り出されたライン圧PLを元圧とし、セカンダリ油圧室46に導かれるセカンダリ油圧Psecを作り出す弁である。この第2調圧弁77は、セカンダリ油圧ソレノイド78を有し、CVTコントロールユニット8からの指令に応じて第2調圧弁77のスプールに作動信号圧を与える。そして、第2調圧弁77は、ロー変速比側で弁全開状態とし、ライン圧油路73からのライン圧PLをそのままセカンダリ圧油路79に導く。また、第2調圧弁77は、ハイ変速比側で弁調圧状態とし、ライン圧油路73からのライン圧PLを減圧制御により調圧した変速圧をセカンダリ圧油路79に導く。
The second pressure regulating valve 77 is a valve that uses the line pressure PL generated by the regulator valve 71 as a source pressure to generate the secondary hydraulic pressure Psec guided to the secondary hydraulic chamber 46. The second pressure regulating valve 77 has a secondary hydraulic solenoid 78 and applies an operation signal pressure to the spool of the second pressure regulating valve 77 in accordance with a command from the CVT control unit 8. Then, the second pressure regulating valve 77 is fully opened on the low gear ratio side, and guides the line pressure PL from the line pressure oil passage 73 to the secondary pressure oil passage 79 as it is. The second pressure regulating valve 77 is in a valve pressure regulating state on the high gear ratio side, and guides the gear shifting pressure obtained by regulating the line pressure PL from the line pressure oil passage 73 by the pressure reduction control to the secondary pressure oil passage 79.
前記CVTコントロールユニット8は、スロットル開度等に応じた目標ライン圧を得る制御指令をライン圧ソレノイド72に出力するライン圧制御、車速やスロットル開度等に応じて目標変速比を得る制御指令をプライマリ油圧ソレノイド75及びセカンダリ油圧ソレノイド78に出力する変速油圧制御、前進クラッチ31と後退ブレーキ32の締結/解放を制御する前後進切替制御、ロックアップクラッチ20の締結/解放を制御するロックアップ制御、等を行う。このCVTコントロールユニット8には、プライマリ回転センサ80、セカンダリ回転センサ81、セカンダリ油圧センサ82、油温センサ83、インヒビタースイッチ84、ブレーキスイッチ85、アクセル開度センサ86、プライマリ油圧センサ87、ライン圧センサ89、等からのセンサ情報やスイッチ情報が入力される。また、エンジンコントロールユニット88からはトルク情報を入力し、エンジンコントロールユニット88へはトルクリクエストを出力する。
The CVT control unit 8 outputs a control command for obtaining a target line pressure corresponding to the throttle opening etc. to the line pressure solenoid 72, and a control command for obtaining a target gear ratio according to the vehicle speed, the throttle opening etc. Shift hydraulic control output to primary hydraulic solenoid 75 and secondary hydraulic solenoid 78, forward / reverse switching control for controlling engagement / release of forward clutch 31 and reverse brake 32, lockup control for controlling engagement / release of lockup clutch 20, Etc. The CVT control unit 8 includes a primary rotation sensor 80, a secondary rotation sensor 81, a secondary oil pressure sensor 82, an oil temperature sensor 83, an inhibitor switch 84, a brake switch 85, an accelerator opening sensor 86, a primary oil pressure sensor 87, and a line pressure sensor. Sensor information and switch information from 89, etc. are input. Further, torque information is input from the engine control unit 88 and a torque request is output to the engine control unit 88.
[ベルトスリップ制御構成]
図4は、実施例1の制御装置におけるベルトスリップ制御のアルゴリズムを示す制御ブロック図である。以下、図4に基づき、ベルトスリップ制御構成を説明する。 [Belt slip control configuration]
FIG. 4 is a control block diagram illustrating an algorithm of belt slip control in the control device of the first embodiment. Hereinafter, a belt slip control configuration will be described with reference to FIG.
図4は、実施例1の制御装置におけるベルトスリップ制御のアルゴリズムを示す制御ブロック図である。以下、図4に基づき、ベルトスリップ制御構成を説明する。 [Belt slip control configuration]
FIG. 4 is a control block diagram illustrating an algorithm of belt slip control in the control device of the first embodiment. Hereinafter, a belt slip control configuration will be described with reference to FIG.
実施例1のベルトスリップ制御のアルゴリズム構成は、図4に示すように、正弦波加振指令部91と、実セカンダリ油圧検出部92と、実変速比検出部93と、バンドパスフィルタ94と、バンドパスフィルタ95と、位相差算出部96(位相差算出手段)と、を備えている。加えて、第1調圧弁調圧状態判定部97と、初期位相設定部98(初期位相設定手段)と、スリップ位相差決定部99と、ベルトスリップ状態検知部100(ベルトスリップ状態検知手段)と、セカンダリ油圧補正量決定部101(ベルトスリップ制御手段)と、を備えている。
As shown in FIG. 4, the algorithm configuration of the belt slip control of the first embodiment includes a sine wave excitation command unit 91, an actual secondary hydraulic pressure detection unit 92, an actual transmission ratio detection unit 93, a bandpass filter 94, A band-pass filter 95 and a phase difference calculation unit 96 (phase difference calculation means) are provided. In addition, a first pressure regulating valve pressure regulation state determination unit 97, an initial phase setting unit 98 (initial phase setting unit), a slip phase difference determination unit 99, and a belt slip state detection unit 100 (belt slip state detection unit) Secondary hydraulic pressure correction amount determination unit 101 (belt slip control means).
前記正弦波加振指令部91は、ベルトスリップ制御に適した加振周波数と加振振幅を決定し、セカンダリ油圧に決定した周波数と振幅による正弦波油圧振動を加えるように、指令セカンダリ油圧に加える正弦波加振指令を出力する。
The sine wave excitation command unit 91 determines an excitation frequency and an excitation amplitude suitable for belt slip control, and applies them to the command secondary hydraulic pressure so as to apply a sine wave hydraulic vibration with the determined frequency and amplitude to the secondary hydraulic pressure. Outputs sine wave excitation command.
前記実セカンダリ油圧検出部92は、指令セカンダリ油圧に加えられた正弦波加振指令により油圧振動しているセカンダリ油圧を、セカンダリ油圧センサ82により検出する。
The actual secondary hydraulic pressure detection unit 92 detects the secondary hydraulic pressure that is hydraulically oscillated by the sine wave vibration command applied to the command secondary hydraulic pressure, by the secondary hydraulic pressure sensor 82.
前記実変速比検出部93は、プライマリ回転センサ80からのプライマリ回転数とセカンダリ回転センサ81からのセカンダリ回転数の比(=実変速比)を算出することで、油圧振動しているセカンダリ油圧に基づき振動する実変速比を検出する。
The actual gear ratio detection unit 93 calculates the ratio (= actual gear ratio) of the primary rotation speed from the primary rotation sensor 80 and the secondary rotation speed from the secondary rotation sensor 81 to obtain the secondary hydraulic pressure that is hydraulically oscillated. Based on this, the actual gear ratio that vibrates is detected.
前記バンドパスフィルタ94は、加振周波数帯域の油圧振動データを通過させるフィルタであり、実セカンダリ油圧検出部92により取得された検出データからセカンダリ油圧の振動成分を抽出する。
The band-pass filter 94 is a filter that passes hydraulic vibration data in the excitation frequency band, and extracts the vibration component of the secondary hydraulic pressure from the detection data acquired by the actual secondary hydraulic pressure detection unit 92.
前記バンドパスフィルタ95は、加振周波数帯域の変速比振動データを通過させるフィルタであり、実変速比検出部93により取得された検出データから実変速比の振動成分を抽出する。
The band-pass filter 95 is a filter that allows passage of gear ratio vibration data in the excitation frequency band, and extracts vibration components of the actual gear ratio from the detection data acquired by the actual gear ratio detection unit 93.
前記位相差算出部96は、バンドパスフィルタ94により抽出されたセカンダリ油圧の振動成分と、バンドパスフィルタ95により抽出された実変速比の振動成分と、の位相差を算出する。
The phase difference calculation unit 96 calculates the phase difference between the vibration component of the secondary hydraulic pressure extracted by the band pass filter 94 and the vibration component of the actual gear ratio extracted by the band pass filter 95.
圧力制御弁における油圧システムでの前記第1調圧弁調圧状態判定部97は、プライマリ油圧センサ87とライン圧センサ89からのセンサ信号に基づき、第1調圧弁74が全開状態(状態B)か、第1調圧弁74が調圧状態(状態C)か、を判定する。メカハイ状態(状態A)では、前記第1調圧弁調圧状態判定部97は、判定を行わない。
なお、流量制御弁における油圧システムでの前記第1調圧弁調圧状態判定部97は、プライマリ油圧センサ87とライン圧センサ89からのセンサ信号に基づき、第1調圧弁74が全閉状態(状態D)か、第1調圧弁74が調圧状態(状態E)か、を判定する。メカハイ状態(状態A)では、前記第1調圧弁調圧状態判定部97は、判定を行わない。 The first pressure regulation valve pressure regulationstate determination unit 97 in the hydraulic system of the pressure control valve determines whether the first pressure regulation valve 74 is fully open (state B) based on sensor signals from the primary hydraulic pressure sensor 87 and the line pressure sensor 89. Then, it is determined whether the first pressure regulating valve 74 is in the pressure regulation state (state C). In the mechanical high state (state A), the first pressure regulation valve pressure regulation state determination unit 97 does not perform the determination.
Note that the first pressure regulating valve pressure regulationstate determination unit 97 in the hydraulic system in the flow control valve is configured so that the first pressure regulating valve 74 is in a fully closed state (state) based on sensor signals from the primary hydraulic pressure sensor 87 and the line pressure sensor 89. D) or whether the first pressure regulating valve 74 is in a pressure regulation state (state E). In the mechanical high state (state A), the first pressure regulation valve pressure regulation state determination unit 97 does not perform the determination.
なお、流量制御弁における油圧システムでの前記第1調圧弁調圧状態判定部97は、プライマリ油圧センサ87とライン圧センサ89からのセンサ信号に基づき、第1調圧弁74が全閉状態(状態D)か、第1調圧弁74が調圧状態(状態E)か、を判定する。メカハイ状態(状態A)では、前記第1調圧弁調圧状態判定部97は、判定を行わない。 The first pressure regulation valve pressure regulation
Note that the first pressure regulating valve pressure regulation
前記初期位相設定部98は、第1調圧弁調圧状態判定部97による判定結果に基づき、状態A、Dであれば初期位相=0°、状態Bであれば初期位相=90°、状態Cであれば初期位相=90°~180°に設定する。
The initial phase setting unit 98 is based on the determination result by the first pressure regulating valve pressure regulation state determination unit 97, the initial phase = 0 ° for the states A and D, the initial phase = 90 ° for the state B, and the state C. If so, the initial phase is set to 90 ° to 180 °.
前記スリップ位相差決定部99は、位相差算出部96により算出された位相差から、初期位相設定部98により設定された初期位相に置き換えて、ベルトスリップに基づくスリップ位相差を決定する。
The slip phase difference determining unit 99 replaces the phase difference calculated by the phase difference calculating unit 96 with the initial phase set by the initial phase setting unit 98, and determines the slip phase difference based on the belt slip.
前記ベルトスリップ状態検知部100は、スリップ位相差決定部99からのスリップ位相差に基づき、ベルトスリップ状態を検知する。このとき、スリップ位相差をそのままベルトスリップ状態として検知しても良い。また、スリップ位相差を、マップ等を用いてベルトスリップ率等に変換し、変換後のベルトスリップ率等をベルトスリップ状態として検知しても良い。
The belt slip state detection unit 100 detects a belt slip state based on the slip phase difference from the slip phase difference determination unit 99. At this time, the slip phase difference may be detected as it is as a belt slip state. Further, the slip phase difference may be converted into a belt slip ratio or the like using a map or the like, and the converted belt slip ratio or the like may be detected as a belt slip state.
前記セカンダリ油圧補正量決定部101は、ベルトスリップ状態検知部100により検知されたベルトスリップ状態に基づき、セカンダリ油圧補正量を決定し、決定したセカンダリ油圧補正量を指令セカンダリ油圧や正弦波加振指令に加える。ここで、セカンダリ油圧補正量は、ベルトスリップ制御中、ベルトスリップ状態がマイクロスリップ状態を維持するように、減算補正量・維持補正量・加算補正量の何れかの量として決定される。
The secondary hydraulic pressure correction amount determination unit 101 determines a secondary hydraulic pressure correction amount based on the belt slip state detected by the belt slip state detection unit 100, and uses the determined secondary hydraulic pressure correction amount as a command secondary hydraulic pressure or sine wave excitation command. Add to. Here, the secondary hydraulic pressure correction amount is determined as any one of the subtraction correction amount, the maintenance correction amount, and the addition correction amount so that the belt slip state maintains the micro slip state during the belt slip control.
[通常制御とベルトスリップ制御の切り替え構成]
図5は、実施例1のCVTコントロールユニット8にて実行されるセカンダリ油圧の通常制御とベルトスリップ制御(=「BSC」)の間での切り替え処理を示すフローチャートである。以下、図5の各ステップについて説明する。 [Switching configuration between normal control and belt slip control]
FIG. 5 is a flowchart showing a switching process between the normal control of the secondary hydraulic pressure and the belt slip control (= “BSC”) executed by theCVT control unit 8 according to the first embodiment. Hereinafter, each step of FIG. 5 will be described.
図5は、実施例1のCVTコントロールユニット8にて実行されるセカンダリ油圧の通常制御とベルトスリップ制御(=「BSC」)の間での切り替え処理を示すフローチャートである。以下、図5の各ステップについて説明する。 [Switching configuration between normal control and belt slip control]
FIG. 5 is a flowchart showing a switching process between the normal control of the secondary hydraulic pressure and the belt slip control (= “BSC”) executed by the
ステップS1では、キーオンによるスタート、あるいは、ステップS2でのBSC不許可の判定、あるいは、ステップS5での通常制御復帰処理に続き、ベルト式無段変速機構4の通常制御を行い、ステップS2へ進む。なお、通常制御中は、BSC作動フラグ=0にセットすると共に、セカンダリ圧F/B禁止フラグをゼロにセットする。
In step S1, normal control of the belt-type continuously variable transmission mechanism 4 is performed following start by key-on, determination of BSC disapproval in step S2, or normal control return processing in step S5, and the process proceeds to step S2. . During normal control, the BSC operation flag = 0 is set and the secondary pressure F / B prohibition flag is set to zero.
ステップS2では、ステップS1での通常制御に続き、下記のBSC許可条件を全て満たすか否かを判定する。YES(全てのBSC許可条件を満たす)の場合、ステップS3へ進み、ベルトスリップ制御(BSC)を行う。NO(BSC許可条件のうち1つでも満たさない条件がある)の場合、ステップS1へ戻り、通常制御を続ける。
ここで、BSC許可条件の一例を下記に示す。
(1) ベルト式無段変速機構4の伝達トルク容量が安定していること(伝達トルク容量の変化率が小さいこと)。
この条件(1)は、例えば、
a. |指令トルク変化率|<所定値
b. |指令変速比変化率|<所定値
という2つの条件成立に基づき判断する。
(2) プライマリプーリ42への入力トルクの推定精度が信頼できる範囲に入っていること。
この条件(2)は、例えば、エンジンコントロールユニット88からのトルク情報(推定エンジントルク)、トルクコンバータ2のロックアップ状態、ブレーキペダルの操作状態、レンジ位置等に基づき判断する。
(3) 所定時間、上記(1),(2)の許可状態を継続すること。
ステップS2では、以上の条件(1),(2),(3)の全ての条件を満たすか否かを判断する。 In step S2, following the normal control in step S1, it is determined whether or not all the following BSC permission conditions are satisfied. If YES (all BSC permission conditions are satisfied), the process proceeds to step S3 to perform belt slip control (BSC). If NO (there is a condition that does not satisfy even one of the BSC permission conditions), the process returns to step S1 to continue normal control.
Here, an example of the BSC permission condition is shown below.
(1) The transmission torque capacity of the belt type continuouslyvariable transmission mechanism 4 is stable (the rate of change of the transmission torque capacity is small).
This condition (1) is, for example,
a. | Command torque change rate | <predetermined value
b. Judgment based on two conditions: | command speed ratio change rate | <predetermined value.
(2) The estimation accuracy of the input torque to theprimary pulley 42 is within a reliable range.
The condition (2) is determined based on, for example, torque information (estimated engine torque) from theengine control unit 88, the lock-up state of the torque converter 2, the operation state of the brake pedal, the range position, and the like.
(3) Continue the permission states (1) and (2) above for a predetermined time.
In step S2, it is determined whether or not all of the above conditions (1), (2), and (3) are satisfied.
ここで、BSC許可条件の一例を下記に示す。
(1) ベルト式無段変速機構4の伝達トルク容量が安定していること(伝達トルク容量の変化率が小さいこと)。
この条件(1)は、例えば、
a. |指令トルク変化率|<所定値
b. |指令変速比変化率|<所定値
という2つの条件成立に基づき判断する。
(2) プライマリプーリ42への入力トルクの推定精度が信頼できる範囲に入っていること。
この条件(2)は、例えば、エンジンコントロールユニット88からのトルク情報(推定エンジントルク)、トルクコンバータ2のロックアップ状態、ブレーキペダルの操作状態、レンジ位置等に基づき判断する。
(3) 所定時間、上記(1),(2)の許可状態を継続すること。
ステップS2では、以上の条件(1),(2),(3)の全ての条件を満たすか否かを判断する。 In step S2, following the normal control in step S1, it is determined whether or not all the following BSC permission conditions are satisfied. If YES (all BSC permission conditions are satisfied), the process proceeds to step S3 to perform belt slip control (BSC). If NO (there is a condition that does not satisfy even one of the BSC permission conditions), the process returns to step S1 to continue normal control.
Here, an example of the BSC permission condition is shown below.
(1) The transmission torque capacity of the belt type continuously
This condition (1) is, for example,
a. | Command torque change rate | <predetermined value
b. Judgment based on two conditions: | command speed ratio change rate | <predetermined value.
(2) The estimation accuracy of the input torque to the
The condition (2) is determined based on, for example, torque information (estimated engine torque) from the
(3) Continue the permission states (1) and (2) above for a predetermined time.
In step S2, it is determined whether or not all of the above conditions (1), (2), and (3) are satisfied.
ステップS3では、ステップS2でのBSC許可判定、あるいは、ステップS4でのBSC継続判定に続き、ベルト式無段変速機構4のベルト44への入力を低減し、ベルト44を滑らせることなく、適正なスリップ状態(マイクロスリップ状態)を維持するベルトスリップ制御(図6、図7)を行い、ステップS4へ進む。なお、ベルトスリップ制御中は、BSC作動フラグ=1にセットすると共に、セカンダリ圧F/B禁止フラグを“1”にセットする。
In step S3, following the BSC permission determination in step S2 or the BSC continuation determination in step S4, the input to the belt 44 of the belt type continuously variable transmission mechanism 4 is reduced, and the belt 44 is not slipped. Belt slip control (FIGS. 6 and 7) for maintaining a smooth slip state (micro slip state) is performed, and the process proceeds to step S4. During the belt slip control, the BSC operation flag = 1 is set and the secondary pressure F / B prohibition flag is set to “1”.
このステップS3では、ベルトスリップ制御中、ベルトスリップ制御処理として、実セカンダリ油圧を用いて指示セカンダリ油圧を求めるフィードバック制御の禁止処理(ステップS31)と、通常制御への復帰に備えたトルクリミット処理(ステップS32)と、ベルトスリップ制御を行うためのセカンダリ油圧の加振・補正処理(ステップS33:図6)と、第1調圧弁74の調圧状態にかかわらずベルトスリップ状態の検知精度を確保する初期位相設定処理(ステップS34:図7)と、が同時進行にて行われる。
In step S3, during belt slip control, as belt slip control processing, feedback control prohibition processing (step S31) for obtaining an instruction secondary hydraulic pressure using actual secondary hydraulic pressure, and torque limit processing (step S31) in preparation for returning to normal control. Step S32), excitation / correction processing of the secondary hydraulic pressure for performing belt slip control (Step S33: FIG. 6), and detection accuracy of the belt slip state regardless of the pressure regulation state of the first pressure regulating valve 74 are ensured. The initial phase setting process (step S34: FIG. 7) is performed simultaneously.
ステップS4では、ステップS3でのベルトスリップ制御に続き、下記のBSC継続条件を全て満たすか否かを判定する。YES(全てのBSC継続条件を満たす)の場合、ステップS3へ戻り、ベルトスリップ制御(BSC)をそのまま継続する。NO(BSC継続条件のうち1つでも満たさない条件がある)の場合、ステップS5へ進み、通常制御復帰処理を行う。
ここで、BSC継続条件の一例を下記に示す。
(1) ベルト式無段変速機構4の伝達トルク容量が安定していること(伝達トルク容量の変化率が小さいこと)。
この条件(1)は、例えば、
a. |指令トルク変化率|<所定値
b. |指令変速比変化率|<所定値
という2つの条件成立に基づき判断する。
(2) プライマリプーリ42への入力トルクの推定精度が信頼できる範囲に入っていること。
この条件(2)は、例えば、エンジンコントロールユニット88からのトルク情報(推定エンジントルク)、トルクコンバータ2のロックアップ状態、ブレーキペダルの操作状態、レンジ位置等に基づき判断する。
以上の条件(1),(2)を共に満たすか否かを判断する。すなわち、BSC許可条件とBSC継続条件の差異は、BSC継続条件にはBSC許可条件のうち(3)の継続条件が無いことである。 In step S4, following the belt slip control in step S3, it is determined whether or not all the following BSC continuation conditions are satisfied. If YES (all BSC continuation conditions are met), the process returns to step S3 and belt slip control (BSC) is continued as it is. If NO (there is a condition that does not satisfy even one of the BSC continuation conditions), the process proceeds to step S5, and normal control return processing is performed.
Here, an example of the BSC continuation condition is shown below.
(1) The transmission torque capacity of the belt type continuouslyvariable transmission mechanism 4 is stable (the rate of change of the transmission torque capacity is small).
This condition (1) is, for example,
a. | Command torque change rate | <predetermined value
b. Judgment based on two conditions: | command speed ratio change rate | <predetermined value.
(2) The estimation accuracy of the input torque to theprimary pulley 42 is within a reliable range.
The condition (2) is determined based on, for example, torque information (estimated engine torque) from theengine control unit 88, the lock-up state of the torque converter 2, the operation state of the brake pedal, the range position, and the like.
It is determined whether or not both of the above conditions (1) and (2) are satisfied. That is, the difference between the BSC permission condition and the BSC continuation condition is that the BSC continuation condition does not have the continuation condition (3) among the BSC permission conditions.
ここで、BSC継続条件の一例を下記に示す。
(1) ベルト式無段変速機構4の伝達トルク容量が安定していること(伝達トルク容量の変化率が小さいこと)。
この条件(1)は、例えば、
a. |指令トルク変化率|<所定値
b. |指令変速比変化率|<所定値
という2つの条件成立に基づき判断する。
(2) プライマリプーリ42への入力トルクの推定精度が信頼できる範囲に入っていること。
この条件(2)は、例えば、エンジンコントロールユニット88からのトルク情報(推定エンジントルク)、トルクコンバータ2のロックアップ状態、ブレーキペダルの操作状態、レンジ位置等に基づき判断する。
以上の条件(1),(2)を共に満たすか否かを判断する。すなわち、BSC許可条件とBSC継続条件の差異は、BSC継続条件にはBSC許可条件のうち(3)の継続条件が無いことである。 In step S4, following the belt slip control in step S3, it is determined whether or not all the following BSC continuation conditions are satisfied. If YES (all BSC continuation conditions are met), the process returns to step S3 and belt slip control (BSC) is continued as it is. If NO (there is a condition that does not satisfy even one of the BSC continuation conditions), the process proceeds to step S5, and normal control return processing is performed.
Here, an example of the BSC continuation condition is shown below.
(1) The transmission torque capacity of the belt type continuously
This condition (1) is, for example,
a. | Command torque change rate | <predetermined value
b. Judgment based on two conditions: | command speed ratio change rate | <predetermined value.
(2) The estimation accuracy of the input torque to the
The condition (2) is determined based on, for example, torque information (estimated engine torque) from the
It is determined whether or not both of the above conditions (1) and (2) are satisfied. That is, the difference between the BSC permission condition and the BSC continuation condition is that the BSC continuation condition does not have the continuation condition (3) among the BSC permission conditions.
ステップS5では、ステップS4でのBSC継続条件のうち1つでも満たさない条件があるとの判断に続き、ベルトスリップ制御から通常制御へ復帰するときのベルト44の滑りを防止する通常制御復帰処理を行い、処理終了後、ステップS1へ戻り、通常制御へ移行する。
In step S5, following the determination that any one of the BSC continuation conditions in step S4 is not satisfied, normal control return processing for preventing the belt 44 from slipping when returning from belt slip control to normal control is performed. After completion of the process, the process returns to step S1 and shifts to normal control.
このステップS5では、BSC継続中止から通常制御が開始されるまでのベルトスリップ制御から通常制御への復帰中、通常制御復帰処理として、実セカンダリ油圧を用いて指示セカンダリ油圧を求めるフィードバック制御の復帰処理(ステップS51)と、通常制御への復帰に向かうトルクリミット処理(ステップS52)と、ベルトスリップ制御のためのセカンダリ油圧の加振・補正のリセット処理(ステップS53)と、変速速度を規制する変速規制処理(ステップS54)と、が同時進行にて行われる。
In this step S5, during the return from the belt slip control to the normal control until the normal control is started after the BSC continuation is stopped, the normal control return process is the feedback control return process for obtaining the command secondary hydraulic pressure using the actual secondary hydraulic pressure. (Step S51), torque limit processing (step S52) toward return to normal control, secondary oil pressure excitation / correction reset processing (step S53) for belt slip control, and shift for regulating the shift speed The restriction process (step S54) is performed simultaneously.
[ベルトスリップ制御中のセカンダリ油圧制御構成]
図6は、実施例1のCVTコントロールユニット8にて実行される切り替え処理でのベルトスリップ制御(BSC)のうちセカンダリ油圧の加振・補正処理(ステップS33)を示すフローチャートである。以下、ベルトスリップ制御中のセカンダリ油圧制御構成をあらわす図6の各ステップについて説明する。 [Secondary hydraulic control configuration during belt slip control]
FIG. 6 is a flowchart illustrating the secondary hydraulic pressure excitation / correction process (step S33) in the belt slip control (BSC) in the switching process executed by theCVT control unit 8 according to the first embodiment. Hereinafter, each step of FIG. 6 showing the secondary hydraulic pressure control configuration during belt slip control will be described.
図6は、実施例1のCVTコントロールユニット8にて実行される切り替え処理でのベルトスリップ制御(BSC)のうちセカンダリ油圧の加振・補正処理(ステップS33)を示すフローチャートである。以下、ベルトスリップ制御中のセカンダリ油圧制御構成をあらわす図6の各ステップについて説明する。 [Secondary hydraulic control configuration during belt slip control]
FIG. 6 is a flowchart illustrating the secondary hydraulic pressure excitation / correction process (step S33) in the belt slip control (BSC) in the switching process executed by the
ステップS331では、指令セカンダリ油圧を加振する。すなわち、指令セカンダリ油圧に所定振幅かつ所定周波数の正弦波油圧を重畳し、ステップS332へ進む。
In step S331, the command secondary hydraulic pressure is vibrated. That is, a sine wave hydraulic pressure with a predetermined amplitude and a predetermined frequency is superimposed on the command secondary hydraulic pressure, and the process proceeds to step S332.
ステップS332では、ステップS331での指令セカンダリ油圧の加振に続き、セカンダリ油圧センサ82から実セカンダリ油圧を検出し、プライマリ回転センサ80とセカンダリ回転センサ81からの回転数情報に基づき、実変速比を計算により検出し、ステップS333へ進む。
In step S332, following the excitation of the command secondary hydraulic pressure in step S331, the actual secondary hydraulic pressure is detected from the secondary hydraulic sensor 82, and the actual gear ratio is determined based on the rotational speed information from the primary rotation sensor 80 and the secondary rotation sensor 81. It detects by calculation and progresses to step S333.
ステップS333では、ステップS332での実セカンダリ油圧と実変速比の検出に続き、実セカンダリ油圧と実変速比のそれぞれにバンドパスフィルタ処理を行い、実セカンダリ油圧と実変速比それぞれの振動成分(正弦波)を抽出し、それらを掛け合わせて乗算し、乗算値にローパスフィルタ処理を行い、振幅と実セカンダリ油圧振動から実変速比振動までの位相差θ(余弦波)にて表される値に変換し、ステップS334へ進む。
ここで、実セカンダリ油圧振幅をA、実変速比振幅をBとすると、
実セカンダリ油圧振動:Asinωt …(1)
実変速比振動:Bsin(ωt+θ) …(2)
で表される。
(1)と(2)を掛け合わせ、積和の公式である
sinαsinβ=-1/2{cos(α+β)-cos(α-β)} …(3)
を用いると、
Asinωt×Bsin(ωt+θ)=(1/2)ABcosθ-(1/2)ABcos(2ωt+θ) …(4)
となる。
上記(4)式において、ローパスフィルタを通すと、加振周波数の2倍成分である(1/2)ABcos(2ωt+θ)が低減され、上記(4)式は、
Asinωt×Bsin(ωt+θ)≒(1/2)ABcosθ …(5)
というように、振幅A,Bと実セカンダリ油圧振動から実変速比振動までの位相差θの式にて表すことができる。 In step S333, following the detection of the actual secondary hydraulic pressure and the actual gear ratio in step S332, bandpass filter processing is performed on each of the actual secondary hydraulic pressure and the actual gear ratio, and vibration components (sine Wave) is multiplied and multiplied, and the multiplication value is subjected to low-pass filter processing to obtain a value represented by the amplitude and the phase difference θ (cosine wave) from the actual secondary hydraulic vibration to the actual gear ratio vibration. Convert to step S334.
Here, assuming that the actual secondary hydraulic pressure amplitude is A and the actual gear ratio amplitude is B,
Actual secondary hydraulic vibration: Asinωt (1)
Actual gear ratio vibration: Bsin (ωt + θ) (2)
It is represented by
Multiplying (1) and (2) is the sum of products formula
sinαsinβ = -1 / 2 {cos (α + β) -cos (α-β)} (3)
Using
Asinωt × Bsin (ωt + θ) = (1/2) ABcosθ− (1/2) ABcos (2ωt + θ) (4)
It becomes.
In the above equation (4), when the low-pass filter is passed, (1/2) ABcos (2ωt + θ), which is a component twice the excitation frequency, is reduced.
Asinωt × Bsin (ωt + θ) ≒ (1/2) ABcosθ (5)
Thus, the amplitudes A and B and the phase difference θ from the actual secondary hydraulic vibration to the actual gear ratio vibration can be expressed.
ここで、実セカンダリ油圧振幅をA、実変速比振幅をBとすると、
実セカンダリ油圧振動:Asinωt …(1)
実変速比振動:Bsin(ωt+θ) …(2)
で表される。
(1)と(2)を掛け合わせ、積和の公式である
sinαsinβ=-1/2{cos(α+β)-cos(α-β)} …(3)
を用いると、
Asinωt×Bsin(ωt+θ)=(1/2)ABcosθ-(1/2)ABcos(2ωt+θ) …(4)
となる。
上記(4)式において、ローパスフィルタを通すと、加振周波数の2倍成分である(1/2)ABcos(2ωt+θ)が低減され、上記(4)式は、
Asinωt×Bsin(ωt+θ)≒(1/2)ABcosθ …(5)
というように、振幅A,Bと実セカンダリ油圧振動から実変速比振動までの位相差θの式にて表すことができる。 In step S333, following the detection of the actual secondary hydraulic pressure and the actual gear ratio in step S332, bandpass filter processing is performed on each of the actual secondary hydraulic pressure and the actual gear ratio, and vibration components (sine Wave) is multiplied and multiplied, and the multiplication value is subjected to low-pass filter processing to obtain a value represented by the amplitude and the phase difference θ (cosine wave) from the actual secondary hydraulic vibration to the actual gear ratio vibration. Convert to step S334.
Here, assuming that the actual secondary hydraulic pressure amplitude is A and the actual gear ratio amplitude is B,
Actual secondary hydraulic vibration: Asinωt (1)
Actual gear ratio vibration: Bsin (ωt + θ) (2)
It is represented by
Multiplying (1) and (2) is the sum of products formula
sinαsinβ = -1 / 2 {cos (α + β) -cos (α-β)} (3)
Using
Asinωt × Bsin (ωt + θ) = (1/2) ABcosθ− (1/2) ABcos (2ωt + θ) (4)
It becomes.
In the above equation (4), when the low-pass filter is passed, (1/2) ABcos (2ωt + θ), which is a component twice the excitation frequency, is reduced.
Asinωt × Bsin (ωt + θ) ≒ (1/2) ABcosθ (5)
Thus, the amplitudes A and B and the phase difference θ from the actual secondary hydraulic vibration to the actual gear ratio vibration can be expressed.
ステップS334では、ステップS333での実セカンダリ油圧振動から実変速比振動までの位相差θの算出に続き、図7に示す初期位相設定処理により設定された初期位相を読み込み、ステップS335へ進む。
In step S334, following the calculation of the phase difference θ from the actual secondary hydraulic vibration to the actual gear ratio vibration in step S333, the initial phase set by the initial phase setting process shown in FIG. 7 is read, and the process proceeds to step S335.
ステップS335では、ステップS334での初期位相の読み込みに続き、初期位相と算出された位相差θからベルトスリップにより生じたスリップ位相差Sθを算出し、ステップS336へ進む。
In step S335, following the reading of the initial phase in step S334, the slip phase difference Sθ generated by the belt slip is calculated from the initial phase and the calculated phase difference θ, and the process proceeds to step S336.
ステップS336では、ステップS335でのスリップ位相差Sθの算出に続き、スリップ位相差Sθが、0≦Sθ<所定値1(マイクロスリップ領域を示す値)であるか否かを判断する。YES(0≦Sθ<所定値1)の場合はステップS337へ進み、NO(所定値1≦Sθ)の場合はステップS338へ進む。
In step S336, following the calculation of the slip phase difference Sθ in step S335, it is determined whether or not the slip phase difference Sθ is 0 ≦ Sθ <predetermined value 1 (a value indicating a micro slip region). If YES (0 ≦ Sθ <predetermined value 1), the process proceeds to step S337. If NO (predetermined value 1 ≦ Sθ), the process proceeds to step S338.
ステップS337では、ステップS336での0≦Sθ<所定値1、つまり、マイクロスリップ領域に到達するまでのベルトスリップが生じていないとの判断に続き、セカンダリ油圧補正量を「-ΔPsec(減少)」とし、ステップS341へ進む。
In step S337, following the determination in step S336 that 0 ≦ Sθ <predetermined value 1, that is, no belt slip has occurred until reaching the micro slip region, the secondary hydraulic pressure correction amount is set to “−ΔPsec (decrease)”. And go to step S341.
ステップS338では、ステップS336での所定値1≦Sθ、つまり、マイクロスリップ領域以上のベルトスリップが生じているとの判断に続き、スリップ位相差Sθが、0≦Sθ<所定値2(目標スリップ領域)であるか否かを判断する。YES(所定値1≦Sθ<所定値2)の場合はステップS339へ進み、NO(所定値2≦Sθ)の場合はステップS340へ進む。
In step S338, following the determination in step S336 that the predetermined value 1 ≦ Sθ, that is, the belt slip exceeding the micro slip region has occurred, the slip phase difference Sθ is 0 ≦ Sθ <predetermined value 2 (target slip region ) Or not. If YES (predetermined value 1 ≦ Sθ <predetermined value 2), the process proceeds to step S339. If NO (predetermined value 2 ≦ Sθ), the process proceeds to step S340.
ステップS339では、ステップS338での所定値1≦Sθ<所定値2、つまり、マイクロスリップ領域以上であるが目標スリップ領域未満の適正なベルトスリップ状態であるとの判断に続き、セカンダリ油圧補正量を「0(維持)」とし、ステップS341へ進む。
In step S339, following the determination that the predetermined value 1 ≦ Sθ <predetermined value 2 in step S338, that is, an appropriate belt slip state that is greater than or equal to the micro slip region but less than the target slip region, “0 (maintain)” is set, and the process proceeds to step S341.
ステップS340では、ステップS338での所定値2≦Sθ(マイクロ/マクロスリップ遷移領域)であるとの判断に続き、セカンダリ油圧補正量を「+ΔPsec(増加)」とし、ステップS341へ進む。
In step S340, following the determination that the predetermined value 2 ≦ Sθ (micro / macro slip transition region) in step S338, the secondary hydraulic pressure correction amount is set to “+ ΔPsec (increase)”, and the process proceeds to step S341.
ステップS341では、ステップS337、ステップS339、ステップS340でのセカンダリ油圧補正量の設定に続き、基本セカンダリ油圧+セカンダリ油圧補正量を、指令セカンダリ油圧とし、エンドへ進む。
In step S341, following the setting of the secondary hydraulic pressure correction amount in step S337, step S339, and step S340, the basic secondary hydraulic pressure + secondary hydraulic pressure correction amount is set as the command secondary hydraulic pressure, and the process proceeds to the end.
[ベルトスリップ制御中の初期位相設定構成]
図7は、実施例1のCVTコントロールユニット8にて実行される切り替え処理でのベルトスリップ制御(BSC)のうち初期位相設定処理(ステップS34)を示すフローチャートである。以下、ベルトスリップ制御中の初期位相設定構成をあらわす各ステップについて説明する。 [Initial phase setting configuration during belt slip control]
FIG. 7 is a flowchart showing the initial phase setting process (step S34) in the belt slip control (BSC) in the switching process executed by theCVT control unit 8 of the first embodiment. Hereinafter, each step representing the initial phase setting configuration during belt slip control will be described.
図7は、実施例1のCVTコントロールユニット8にて実行される切り替え処理でのベルトスリップ制御(BSC)のうち初期位相設定処理(ステップS34)を示すフローチャートである。以下、ベルトスリップ制御中の初期位相設定構成をあらわす各ステップについて説明する。 [Initial phase setting configuration during belt slip control]
FIG. 7 is a flowchart showing the initial phase setting process (step S34) in the belt slip control (BSC) in the switching process executed by the
ステップS350では、メカハイ状態(状態A)であるか否かの判断を行う。YES(メカハイ状態)の場合は、ステップS363(状態A)→ステップS364へと進み、ステップS364では、初期位相αを0°にセットし、エンドへ進む。NO(メカハイ以外の状態)の場合は、ステップS351へ進み、ステップS351では、プライマリ油圧センサ87とライン圧センサ89からのセンサ信号を読み込み、ステップS352へ進む。
In step S350, it is determined whether or not the mechanical high state (state A) is set. If YES (mechanical high state), the process proceeds from step S363 (state A) to step S364. In step S364, the initial phase α is set to 0 ° and the process proceeds to the end. If NO (a state other than mechanical high), the process proceeds to step S351. In step S351, sensor signals from the primary hydraulic sensor 87 and the line pressure sensor 89 are read, and the process proceeds to step S352.
ステップS352では、ステップS351でのセンサ信号の読み込みに続き、第1調圧弁74によるプライマリ圧制御が圧力制御であるか否かを判断する。YES(圧力制御)の場合はステップS353へ進み、NO(流量制御)の場合はステップS358へ進む。
In step S352, following the reading of the sensor signal in step S351, it is determined whether or not the primary pressure control by the first pressure regulating valve 74 is pressure control. If YES (pressure control), the process proceeds to step S353, and if NO (flow rate control), the process proceeds to step S358.
ステップS353では、ステップS352でのプライマリ圧制御が圧力制御であるとの判断に続き、ライン圧=プライマリ圧であるか否かを判断する。YES(ライン圧=プライマリ圧)の場合はステップS354(状態B)→ステップS355へと進み、ステップS355では、初期位相βを90°にセットし、エンドへ進む。
In step S353, following the determination that the primary pressure control in step S352 is pressure control, it is determined whether or not line pressure = primary pressure. If YES (line pressure = primary pressure), the process proceeds from step S354 (state B) to step S355. In step S355, the initial phase β is set to 90 ° and the process proceeds to the end.
ステップS353でNO(ライン圧≠プライマリ圧)の場合は、ステップS356(状態C)→ステップS357へと進み、ステップS357では、初期位相γを90°~180°にセットし、エンドへ進む。
If NO in step S353 (line pressure ≠ primary pressure), the process proceeds from step S356 (state C) to step S357. In step S357, the initial phase γ is set to 90 ° to 180 °, and the process proceeds to the end.
すなわち、プライマリ圧制御が圧力制御であり、かつ、ライン圧≠プライマリ圧であることで、第1調圧弁74が調圧状態(状態C)と判定する。第1調圧弁74が調圧状態と判定されると、第1調圧弁74のスプール位置による調圧弁開度(全開側弁開度~全閉側弁開度)に応じて初期位相γを90°~180°にセットする。具体的な初期位相γの設定手法としては、例えば、初期位相実験データ等に基づき第1調圧弁74の調圧弁開度に応じた初期位相マップを予め作成しておき、ライン圧とプライマリ圧の差圧等を用いて第1調圧弁74の調圧弁開度を推定する。そして、調圧弁開度推定値と、初期位相マップと、を用い、第1調圧弁74の調圧弁開度に応じた初期位相γを設定する。
That is, when the primary pressure control is pressure control and the line pressure is not equal to the primary pressure, it is determined that the first pressure regulating valve 74 is in the pressure regulating state (state C). When it is determined that the first pressure regulating valve 74 is in the pressure regulating state, the initial phase γ is set to 90 according to the pressure regulating valve opening (full opening side valve opening to full closing side valve opening) depending on the spool position of the first pressure regulating valve 74. Set to ° ~ 180 °. As a specific method for setting the initial phase γ, for example, an initial phase map corresponding to the pressure regulating valve opening degree of the first pressure regulating valve 74 is created in advance based on initial phase experimental data or the like, and the line pressure and the primary pressure are determined. The pressure regulating valve opening degree of the first pressure regulating valve 74 is estimated using a differential pressure or the like. And the initial phase (gamma) according to the pressure regulation valve opening degree of the 1st pressure regulation valve 74 is set using the pressure regulation valve opening estimated value and the initial phase map.
ステップS358では、ステップS352でのプライマリ圧制御が流量制御であるとの判断に続き、流量制御の流量制御弁が全閉であるか否かを判断する。YES(全閉)の場合はステップS359(状態D)→ステップS360へと進み、ステップS360では、初期位相αを0°にセットし、エンドへ進む。
In step S358, following the determination that the primary pressure control in step S352 is flow control, it is determined whether or not the flow control valve for flow control is fully closed. If YES (fully closed), the process proceeds from step S359 (state D) to step S360. In step S360, the initial phase α is set to 0 °, and the process proceeds to the end.
ステップS358でNO(全閉以外の弁開度であり調圧状態あるいは全開状態)の場合は、ステップS361(状態E)→ステップS362へと進み、ステップS362では、初期位相βを90°にセットし、エンドへ進む。
If NO in step S358 (valve opening other than fully closed, pressure regulation state or fully open state), proceed to step S361 (state E) → step S362, and in step S362, set the initial phase β to 90 ° And go to the end.
次に、作用を説明する。
実施例1のベルト式無段変速機CVTの制御装置における作用を、「BSC許可判定作用とBSC継続判定作用」、「ベルトスリップ制御作用(BSC作用)」、「BSC中のセカンダリ油圧のフィードバック制御禁止作用」、「位相差検知によるBSCの技術背景」、「BSC中の初期位相設定作用」に分けて説明する。 Next, the operation will be described.
The operations of the control device for the belt type continuously variable transmission CVT of the first embodiment are as follows: “BSC permission determination operation and BSC continuation determination operation”, “Belt slip control operation (BSC operation)”, “Feedback control of secondary hydraulic pressure during BSC” The description will be divided into “inhibiting action”, “technical background of BSC by phase difference detection”, and “initial phase setting action during BSC”.
実施例1のベルト式無段変速機CVTの制御装置における作用を、「BSC許可判定作用とBSC継続判定作用」、「ベルトスリップ制御作用(BSC作用)」、「BSC中のセカンダリ油圧のフィードバック制御禁止作用」、「位相差検知によるBSCの技術背景」、「BSC中の初期位相設定作用」に分けて説明する。 Next, the operation will be described.
The operations of the control device for the belt type continuously variable transmission CVT of the first embodiment are as follows: “BSC permission determination operation and BSC continuation determination operation”, “Belt slip control operation (BSC operation)”, “Feedback control of secondary hydraulic pressure during BSC” The description will be divided into “inhibiting action”, “technical background of BSC by phase difference detection”, and “initial phase setting action during BSC”.
[BSC許可判定作用とBSC継続判定作用]
走行中、ベルトスリップ制御(BSC)の走行区間をできる限り長く確保することが燃費性能の向上に繋がる。以下、これを反映するBSC許可判定作用とBSC継続判定作用について説明する。 [BSC permission judgment action and BSC continuation judgment action]
While traveling, securing the belt slip control (BSC) travel section as long as possible leads to improved fuel efficiency. Hereinafter, the BSC permission determination action and the BSC continuation determination action reflecting this will be described.
走行中、ベルトスリップ制御(BSC)の走行区間をできる限り長く確保することが燃費性能の向上に繋がる。以下、これを反映するBSC許可判定作用とBSC継続判定作用について説明する。 [BSC permission judgment action and BSC continuation judgment action]
While traveling, securing the belt slip control (BSC) travel section as long as possible leads to improved fuel efficiency. Hereinafter, the BSC permission determination action and the BSC continuation determination action reflecting this will be described.
車両走行を開始すると、図5のフローチャートにおいて、ステップS1→ステップS2へと進み、ステップS2でのBSC許可判定条件の全てを満足しない限り、ステップS1→ステップS2へと進む流れが繰り返され、通常制御が維持される。すなわち、ステップS2でのBSC許可判定条件の全てを満足することが、BSC制御の開始条件とされる。
When the vehicle starts to travel, in the flowchart of FIG. 5, the process proceeds from step S1 to step S2, and unless all the BSC permission determination conditions in step S2 are satisfied, the flow from step S1 to step S2 is repeated. Control is maintained. That is, satisfying all of the BSC permission determination conditions in step S2 is a BSC control start condition.
ここで、実施例1でのBSC許可条件について下記に述べる。
(1) ベルト式無段変速機構4の伝達トルク容量が安定していること(伝達トルク容量の変化率が小さいこと)。
この条件(1)は、例えば、
a. |指令トルク変化率|<所定値
b. |指令変速比変化率|<所定値
という2つの条件成立に基づき判断する。
(2) プライマリプーリ42への入力トルクの推定精度が信頼できる範囲に入っていること。
この条件(2)は、例えば、エンジンコントロールユニット88からのトルク情報(推定エンジントルク)、トルクコンバータ2のロックアップ状態、ブレーキペダルの操作状態、レンジ位置等に基づき判断する。
(3) 所定時間、上記(1),(2)の許可状態を継続すること。
ステップS2では、以上の条件(1),(2),(3)の全ての条件を満たすか否かを判断する。 Here, the BSC permission conditions in the first embodiment will be described below.
(1) The transmission torque capacity of the belt type continuouslyvariable transmission mechanism 4 is stable (the rate of change of the transmission torque capacity is small).
This condition (1) is, for example,
a. | Command torque change rate | <predetermined value
b. Judgment based on two conditions: | command speed ratio change rate | <predetermined value.
(2) The estimation accuracy of the input torque to theprimary pulley 42 is within a reliable range.
The condition (2) is determined based on, for example, torque information (estimated engine torque) from theengine control unit 88, the lock-up state of the torque converter 2, the operation state of the brake pedal, the range position, and the like.
(3) Continue the permission states (1) and (2) above for a predetermined time.
In step S2, it is determined whether or not all of the above conditions (1), (2), and (3) are satisfied.
(1) ベルト式無段変速機構4の伝達トルク容量が安定していること(伝達トルク容量の変化率が小さいこと)。
この条件(1)は、例えば、
a. |指令トルク変化率|<所定値
b. |指令変速比変化率|<所定値
という2つの条件成立に基づき判断する。
(2) プライマリプーリ42への入力トルクの推定精度が信頼できる範囲に入っていること。
この条件(2)は、例えば、エンジンコントロールユニット88からのトルク情報(推定エンジントルク)、トルクコンバータ2のロックアップ状態、ブレーキペダルの操作状態、レンジ位置等に基づき判断する。
(3) 所定時間、上記(1),(2)の許可状態を継続すること。
ステップS2では、以上の条件(1),(2),(3)の全ての条件を満たすか否かを判断する。 Here, the BSC permission conditions in the first embodiment will be described below.
(1) The transmission torque capacity of the belt type continuously
This condition (1) is, for example,
a. | Command torque change rate | <predetermined value
b. Judgment based on two conditions: | command speed ratio change rate | <predetermined value.
(2) The estimation accuracy of the input torque to the
The condition (2) is determined based on, for example, torque information (estimated engine torque) from the
(3) Continue the permission states (1) and (2) above for a predetermined time.
In step S2, it is determined whether or not all of the above conditions (1), (2), and (3) are satisfied.
したがって、通常制御中、ベルト式無段変速機構4の伝達トルク容量が安定していて、かつ、プライマリプーリ42への入力トルクの推定精度が信頼できる範囲に入っている状態が、所定時間継続すると、ベルトスリップ制御の開始が許可される。
Therefore, during normal control, when the transmission torque capacity of the belt-type continuously variable transmission mechanism 4 is stable and the estimated accuracy of the input torque to the primary pulley 42 is within a reliable range continues for a predetermined time. The start of belt slip control is permitted.
このように、変速比範囲条件を含まないBSC許可条件の全てを満足することにより、ベルトスリップ制御の開始が許可されるため、ロー変速比側であるかハイ変速比側であるかにかかわらず、トルク変化や変速比変化が小さく安定している走行領域であればベルトスリップ制御を開始することができる。
As described above, since the start of the belt slip control is permitted by satisfying all the BSC permission conditions not including the speed ratio range condition, regardless of whether the speed ratio side is the low speed ratio side or the high speed ratio side. The belt slip control can be started in a traveling region where the torque change and the gear ratio change are small and stable.
そして、ステップS2でBSC許可判定がなされると、ステップS3へ進み、ベルト式無段変速機構4のベルト44への入力を低減し、ベルト44を滑らせることなく、適正なスリップ状態を保つベルトスリップ制御が行われる。そして、ステップS3でのベルトスリップ制御に続き、次のステップS4では、BSC継続条件を全て満たすか否かが判定され、全てのBSC継続条件を満たす限り、ステップS3→ステップS4へと進む流れが繰り返され、ベルトスリップ制御(BSC)が継続される。
When the BSC permission determination is made in step S2, the process proceeds to step S3, where the belt type continuously variable transmission mechanism 4 is reduced in input to the belt 44, and the belt that keeps an appropriate slip state without slipping the belt 44. Slip control is performed. Then, following the belt slip control in step S3, in the next step S4, it is determined whether or not all the BSC continuation conditions are satisfied. As long as all the BSC continuation conditions are satisfied, the flow proceeds from step S3 to step S4. Repeatedly, the belt slip control (BSC) is continued.
ここで、実施例1でのBSC継続条件としては、BSC許可条件のうち(1),(2)条件を用いている。つまり、BSC許可条件のうち(3)の所定時間継続条件がBSC継続条件には無い。
このため、ベルトスリップ制御中において、(1),(2)の条件のうち1つの条件でも満足しない状態となったら直ちにベルトスリップ制御を止めて通常制御へ復帰させるため、位相差によるベルトスリップ状態の検知精度が保証されない状態でのベルトスリップ制御の継続を防止することができる。 Here, as the BSC continuation condition in the first embodiment, the conditions (1) and (2) among the BSC permission conditions are used. That is, among the BSC permission conditions, the predetermined time continuation condition (3) is not included in the BSC continuation conditions.
For this reason, during belt slip control, if any of the conditions (1) and (2) is not satisfied, the belt slip control is stopped immediately and the normal control is resumed. Therefore, it is possible to prevent the belt slip control from being continued in a state where the detection accuracy is not guaranteed.
このため、ベルトスリップ制御中において、(1),(2)の条件のうち1つの条件でも満足しない状態となったら直ちにベルトスリップ制御を止めて通常制御へ復帰させるため、位相差によるベルトスリップ状態の検知精度が保証されない状態でのベルトスリップ制御の継続を防止することができる。 Here, as the BSC continuation condition in the first embodiment, the conditions (1) and (2) among the BSC permission conditions are used. That is, among the BSC permission conditions, the predetermined time continuation condition (3) is not included in the BSC continuation conditions.
For this reason, during belt slip control, if any of the conditions (1) and (2) is not satisfied, the belt slip control is stopped immediately and the normal control is resumed. Therefore, it is possible to prevent the belt slip control from being continued in a state where the detection accuracy is not guaranteed.
[ベルトスリップ制御作用(BSC作用)]
上記のように、BSC許可判定とBSC継続判定に基づき実行されるベルトスリップ制御は、通常制御時のセカンダリ油圧を低下していき、ベルトクランプ力としてマイクロスリップ状態を維持するクランプ力を保つことで行われる。以下、図6及び図8に基づき、これを反映するベルトスリップ制御作用を説明する。 [Belt slip control action (BSC action)]
As described above, the belt slip control executed based on the BSC permission determination and the BSC continuation determination decreases the secondary hydraulic pressure during normal control, and maintains a clamping force that maintains a micro slip state as the belt clamping force. Done. Hereinafter, the belt slip control action reflecting this will be described with reference to FIGS.
上記のように、BSC許可判定とBSC継続判定に基づき実行されるベルトスリップ制御は、通常制御時のセカンダリ油圧を低下していき、ベルトクランプ力としてマイクロスリップ状態を維持するクランプ力を保つことで行われる。以下、図6及び図8に基づき、これを反映するベルトスリップ制御作用を説明する。 [Belt slip control action (BSC action)]
As described above, the belt slip control executed based on the BSC permission determination and the BSC continuation determination decreases the secondary hydraulic pressure during normal control, and maintains a clamping force that maintains a micro slip state as the belt clamping force. Done. Hereinafter, the belt slip control action reflecting this will be described with reference to FIGS.
ベルトスリップ制御の開始時は、安全率を見積もってベルト滑りのないクランプ力を得るセカンダリ油圧となっている。このため、スリップ位相差Sθが所定値1未満という条件が成立し、図6のフローチャートにおいて、ステップS331→ステップS332→ステップS333→ステップS334→ステップS335→ステップS336→ステップS337→ステップS341へと進む流れが繰り返され、この流れを繰り返す毎に指令セカンダリ油圧が、SEC油圧補正量である-ΔPsecの補正を受けて低下する。そして、スリップ位相差Sθが所定値1以上になると、スリップ位相差Sθが所定値2になるまでは、図6のフローチャートにおいて、ステップS331→ステップS332→ステップS333→ステップS334→ステップS335→ステップS336→ステップS338→ステップS339→ステップS341へと進む流れとなり、SEC油圧補正量がゼロとされ、指令セカンダリ油圧が維持される。そして、スリップ位相差Sθが所定値2以上になると、図6のフローチャートにおいて、ステップS331→ステップS332→ステップS333→ステップS334→ステップS335→ステップS336→ステップS338→ステップS340→ステップS341へと進む流れとなり、指令セカンダリ油圧が、SEC油圧補正量である+ΔPsecの補正を受けて上昇する。
すなわち、ベルトスリップ制御では、スリップ位相差Sθが所定値1以上で所定値2未満という範囲内となるマイクロスリップ状態を維持する制御が行われることになる。 At the start of the belt slip control, the secondary oil pressure is obtained by estimating the safety factor and obtaining a clamping force without belt slip. Therefore, the condition that the slip phase difference Sθ is less than thepredetermined value 1 is established, and in the flowchart of FIG. 6, the process proceeds from step S331 → step S332 → step S333 → step S334 → step S335 → step S336 → step S337 → step S341. The flow is repeated, and each time this flow is repeated, the command secondary hydraulic pressure decreases with the correction of −ΔPsec, which is the SEC hydraulic pressure correction amount. When the slip phase difference Sθ is equal to or greater than the predetermined value 1, until the slip phase difference Sθ reaches the predetermined value 2, in the flowchart of FIG. 6, step S331 → step S332 → step S333 → step S334 → step S335 → step S336 The process proceeds from step S338 to step S339 to step S341, the SEC hydraulic pressure correction amount is set to zero, and the command secondary hydraulic pressure is maintained. Then, when the slip phase difference Sθ becomes equal to or larger than the predetermined value 2, in the flowchart of FIG. 6, the flow proceeds to step S331 → step S332 → step S333 → step S334 → step S335 → step S336 → step S338 → step S340 → step S341. Thus, the command secondary hydraulic pressure rises in response to the correction of the SEC hydraulic pressure correction amount + ΔPsec.
That is, in the belt slip control, control is performed to maintain a micro slip state in which the slip phase difference Sθ is in a range of apredetermined value 1 or more and less than a predetermined value 2.
すなわち、ベルトスリップ制御では、スリップ位相差Sθが所定値1以上で所定値2未満という範囲内となるマイクロスリップ状態を維持する制御が行われることになる。 At the start of the belt slip control, the secondary oil pressure is obtained by estimating the safety factor and obtaining a clamping force without belt slip. Therefore, the condition that the slip phase difference Sθ is less than the
That is, in the belt slip control, control is performed to maintain a micro slip state in which the slip phase difference Sθ is in a range of a
図8に示すタイムチャートにより、ベルトスリップ制御を説明する。
まず、時刻t1にて上記(1),(2)のBSC許可条件が成立し、(1),(2)のBSC許可条件成立が継続し((3)のBSC許可条件)、時刻t2に達すると、上記(1),(2)のBSC継続条件のうち、少なくとも一つの条件が不成立となる時刻t2~時刻t3までの間、BSC作動フラグとSEC圧F/B禁止フラグ(セカンダリ圧フィードバック禁止フラグ)が立てられ、ベルトスリップ制御が行われる。なお、時刻t3の少し前からのアクセル踏み込み操作によりBSC継続条件のうち、少なくとも一つの条件が不成立になると、時刻t3から時刻t4までは、通常制御への復帰制御が行われ、時刻t4以降は、通常制御が行われることになる。 The belt slip control will be described with reference to the time chart shown in FIG.
First, the BSC permission conditions (1) and (2) are satisfied at time t1, and the BSC permission conditions (1) and (2) continue (BSC permission conditions (3)). When reaching, the BSC operation flag and the SEC pressure F / B prohibition flag (secondary pressure feedback) from time t2 to time t3 when at least one of the BSC continuation conditions (1) and (2) is not satisfied. Prohibition flag) is set, and belt slip control is performed. If at least one of the BSC continuation conditions is not satisfied due to the accelerator depressing operation slightly before time t3, the return control to the normal control is performed from time t3 to time t4, and after time t4. Normal control will be performed.
まず、時刻t1にて上記(1),(2)のBSC許可条件が成立し、(1),(2)のBSC許可条件成立が継続し((3)のBSC許可条件)、時刻t2に達すると、上記(1),(2)のBSC継続条件のうち、少なくとも一つの条件が不成立となる時刻t2~時刻t3までの間、BSC作動フラグとSEC圧F/B禁止フラグ(セカンダリ圧フィードバック禁止フラグ)が立てられ、ベルトスリップ制御が行われる。なお、時刻t3の少し前からのアクセル踏み込み操作によりBSC継続条件のうち、少なくとも一つの条件が不成立になると、時刻t3から時刻t4までは、通常制御への復帰制御が行われ、時刻t4以降は、通常制御が行われることになる。 The belt slip control will be described with reference to the time chart shown in FIG.
First, the BSC permission conditions (1) and (2) are satisfied at time t1, and the BSC permission conditions (1) and (2) continue (BSC permission conditions (3)). When reaching, the BSC operation flag and the SEC pressure F / B prohibition flag (secondary pressure feedback) from time t2 to time t3 when at least one of the BSC continuation conditions (1) and (2) is not satisfied. Prohibition flag) is set, and belt slip control is performed. If at least one of the BSC continuation conditions is not satisfied due to the accelerator depressing operation slightly before time t3, the return control to the normal control is performed from time t3 to time t4, and after time t4. Normal control will be performed.
このように、ベルトスリップ制御は、アクセル開度特性・車速特性・エンジントルク特性から明らかなように、図8の矢印Cに示す定常走行判定中において、セカンダリ油圧ソレノイド75へのソレノイド電流補正量特性に示すように、セカンダリ油圧を加振した結果あらわれるセカンダリ油圧の振動成分と変速比の振動成分との位相差θを監視し、電流値を増減させることで行われる。なお、セカンダリ油圧ソレノイド75は、ノーマルオープン(常開)であり、電流値を上昇させるとセカンダリ油圧は逆に低下する。
In this way, as is apparent from the accelerator opening characteristic, the vehicle speed characteristic, and the engine torque characteristic, the belt slip control is performed with the solenoid current correction amount characteristic to the secondary hydraulic solenoid 75 during the steady running determination indicated by the arrow C in FIG. As shown, the phase difference θ between the vibration component of the secondary hydraulic pressure and the vibration component of the gear ratio that appears as a result of exciting the secondary hydraulic pressure is monitored, and the current value is increased or decreased. The secondary hydraulic solenoid 75 is normally open (normally open), and when the current value is increased, the secondary hydraulic pressure is decreased.
このベルトスリップ制御により、実変速比は、図8の実変速比特性(Ratio)に示すように、小さな振幅にて振動しているがほぼ一定に維持される。そして、位相差θは、図8のSEC圧振動とRatio振動との位相差特性に示すように、スリップ率がゼロに近い時刻t2からの時間経過にしたがって、スリップ率が徐々に高まって目標値(目標スリップ率)に収束する特性を示す。そして、セカンダリ油圧は、図8のSEC油圧特性に示すように、安全率を持った時刻t2からの時間経過にしたがって矢印Gに示すように低下していき、最終的に設計上の最低圧に油圧振幅を加えたものとなり、実最低圧に対しては余裕のある油圧レベルに収束する特性を示す。なお、ベルトスリップ制御が長く継続する場合は、位相差θの目標値(スリップ率の目標値)を保つように、設計上の最低圧+油圧振幅域での実セカンダリ油圧を維持することになる。
By this belt slip control, the actual gear ratio is maintained almost constant although it vibrates with a small amplitude as shown in the actual gear ratio characteristic (Ratio) of FIG. Then, as shown in the phase difference characteristic between the SEC pressure vibration and the Ratio vibration in FIG. 8, the phase difference θ gradually increases as the slip ratio gradually increases with time from the time t2 when the slip ratio is close to zero. The characteristic which converges to (target slip ratio) is shown. Then, as shown in the SEC hydraulic characteristics in FIG. 8, the secondary hydraulic pressure decreases as indicated by an arrow G as time elapses from time t2 having a safety factor, and finally reaches the minimum design pressure. The hydraulic pressure amplitude is added, and the characteristic converges to a sufficient hydraulic pressure level with respect to the actual minimum pressure. When the belt slip control continues for a long time, the actual secondary hydraulic pressure in the design minimum pressure + hydraulic amplitude range is maintained so as to maintain the target value of the phase difference θ (the target value of the slip ratio). .
このように、ベルトスリップ制御によりセカンダリ油圧を低減することによって、ベルト44に作用するベルトフリクションが低下し、このベルトフリクションの低下分、ベルト式無段変速機構4を駆動する駆動負荷が低く抑えられる。この結果、BSC許可判定によるベルトスリップ制御中においては、走行性能に影響を与えることなく、エンジン1の実用燃費性能の向上を図ることができる。
Thus, by reducing the secondary hydraulic pressure by belt slip control, the belt friction acting on the belt 44 is reduced, and the drive load for driving the belt-type continuously variable transmission mechanism 4 can be kept low by the reduction in belt friction. . As a result, during the belt slip control by the BSC permission determination, the practical fuel efficiency of the engine 1 can be improved without affecting the running performance.
[BSC中のセカンダリ油圧のフィードバック制御禁止作用]
ベルトスリップ制御中は実セカンダリ油圧を意図的に加振することで、指令セカンダリ油圧をフィードバック制御により求めると、制御が不安定になったり、制御が発散したりする。以下、これを反映するBSC中のセカンダリ油圧のフィードバック制御禁止作用を説明する。 [Secondary hydraulic feedback control prohibition during BSC]
If the command secondary oil pressure is obtained by feedback control by intentionally vibrating the actual secondary oil pressure during belt slip control, the control becomes unstable or the control diverges. Hereinafter, the feedback control prohibiting action of the secondary hydraulic pressure in the BSC that reflects this will be described.
ベルトスリップ制御中は実セカンダリ油圧を意図的に加振することで、指令セカンダリ油圧をフィードバック制御により求めると、制御が不安定になったり、制御が発散したりする。以下、これを反映するBSC中のセカンダリ油圧のフィードバック制御禁止作用を説明する。 [Secondary hydraulic feedback control prohibition during BSC]
If the command secondary oil pressure is obtained by feedback control by intentionally vibrating the actual secondary oil pressure during belt slip control, the control becomes unstable or the control diverges. Hereinafter, the feedback control prohibiting action of the secondary hydraulic pressure in the BSC that reflects this will be described.
例えば、ベルトスリップ制御中に指示セカンダリ油圧を、実セカンダリ油圧情報を用いたフィードバック制御により求めると、実セカンダリ油圧が含む振動成分により偏差が変動し、この偏差に応じたフィードバック制御量を加算し続けるため、セカンダリ油圧制御が不安定となる。特に、ベルトスリップ制御において、単一周波数で実セカンダリ油圧を加振した場合、フィードバック制御によるセカンダリ油圧が発散する可能性がある。
For example, when the instruction secondary hydraulic pressure is obtained by feedback control using actual secondary hydraulic pressure information during belt slip control, the deviation varies depending on the vibration component included in the actual secondary hydraulic pressure, and the feedback control amount corresponding to this deviation is continuously added. Therefore, the secondary hydraulic control becomes unstable. In particular, in the belt slip control, when the actual secondary hydraulic pressure is vibrated at a single frequency, the secondary hydraulic pressure by the feedback control may diverge.
一般的に、実セカンダリ油圧が発散するかどうかは、油圧フィードバック制御、変速制御の周波数応答性、ハード応答性によって決定される。そのため、単一周波数でセカンダリ油圧を加振する場合、油圧フィードバック制御、変速制御の周波数応答を考慮し、加振周波数を設定するか、あるいは、加振周波数に合わせて油圧フィードバック制御、変速制御の周波数応答を決定する必要がある。しかし、何れの手法を採用しても、制御そのものが複雑になってしまう。
Generally, whether or not the actual secondary hydraulic pressure diverges is determined by the hydraulic feedback control, the frequency response of the shift control, and the hardware response. For this reason, when the secondary hydraulic pressure is vibrated at a single frequency, the frequency response of the hydraulic feedback control and the shift control is taken into consideration, and the vibration frequency is set, or the hydraulic feedback control and the shift control are adjusted according to the vibration frequency. It is necessary to determine the frequency response. However, no matter which method is adopted, the control itself becomes complicated.
これに対し、実施例1では、ベルトスリップ制御中、実セカンダリ油圧情報を用いないため、実セカンダリ油圧に振動成分が存在することや意図的に振動成分を含ませることが許容される。言い換えると、実セカンダリ油圧に含まれる振動成分と実変速比に含まれる振動成分との位相差θを監視することで推定するベルトスリップ状態の推定精度が確保される。特に、実セカンダリ油圧を加振しても、セカンダリ油圧制御に影響を及ぼさないことで、実セカンダリ油圧に含まれる振動成分と実変速比に含まれる振動成分との位相差θが明確に取得でき、この位相差θを監視することで、ベルトスリップ直前の領域を確実に判定することができる。
On the other hand, in the first embodiment, the actual secondary hydraulic pressure information is not used during the belt slip control, so that the actual secondary hydraulic pressure includes a vibration component or is intentionally included. In other words, the estimation accuracy of the belt slip state estimated by monitoring the phase difference θ between the vibration component included in the actual secondary hydraulic pressure and the vibration component included in the actual gear ratio is ensured. In particular, even if the actual secondary hydraulic pressure is vibrated, the secondary hydraulic pressure control is not affected, so that the phase difference θ between the vibration component included in the actual secondary hydraulic pressure and the vibration component included in the actual gear ratio can be clearly obtained. By monitoring this phase difference θ, the region immediately before the belt slip can be reliably determined.
加えて、実施例1では、ベルトスリップ制御中、セカンダリ油圧制御がフィードバック情報(実セカンダリ油圧情報)を用いないオープン制御とされるため、フィードバック制御によるセカンダリ油圧制御をベルトスリップ制御中に維持する場合のように、制御が不安定になったり、制御が発散したりすることが防止される。
In addition, in the first embodiment, during the belt slip control, the secondary hydraulic control is an open control that does not use the feedback information (actual secondary hydraulic information), and therefore the secondary hydraulic control by the feedback control is maintained during the belt slip control. As described above, it is possible to prevent the control from becoming unstable or the control from diverging.
さらに、実施例1のセカンダリ油圧制御では、ベルトスリップ制御中、偏差のみをゼロとし、ベルトスリップ制御へ移行する直前までのフィードバック制御量を保持し、保持した一定のフィードバック制御量を用いてセカンダリ油圧のオープン制御を行うようにしている。
Further, in the secondary hydraulic control of the first embodiment, during the belt slip control, only the deviation is set to zero, the feedback control amount until immediately before the transition to the belt slip control is held, and the secondary hydraulic pressure is used by using the held constant feedback control amount. Open control is performed.
例えば、ベルトスリップ制御中、フィードバック制御量をゼロとするオープン制御を行うと、ベルトスリップ制御から通常制御へ移行する時点で、定常偏差を含んだ大きな値によるフィードバック制御量が目標セカンダリ油圧に加算されることになり、フィードバック制御量の有無によりセカンダリ油圧に不連続な落差を生じ、油圧落差が大きいと、乗員に違和感を与えるショックになる可能性がある。
For example, if open control with zero feedback control amount is performed during belt slip control, a feedback control amount with a large value including a steady deviation is added to the target secondary hydraulic pressure at the time of transition from belt slip control to normal control. Therefore, a discontinuous drop occurs in the secondary hydraulic pressure depending on the presence or absence of the feedback control amount, and if the hydraulic pressure drop is large, there is a possibility of a shock that gives the passenger a sense of discomfort.
これに対し、ベルトスリップ制御中、偏差のみをゼロとし、一定のフィードバック制御量を用いてセカンダリ油圧のオープン制御を行うため、図8の矢印Hに示すように、ベルトスリップ制御から通常制御へ移行する時刻t3の領域にて、セカンダリ油圧が連続性を持って滑らかに上昇するというように、オープン制御からフィードバック制御への復帰時、セカンダリ油圧に落差が生じることにより乗員に違和感を与えることを防止することができる。
On the other hand, during belt slip control, only the deviation is set to zero, and secondary hydraulic open control is performed using a constant feedback control amount. Therefore, as indicated by an arrow H in FIG. Prevents the passenger from feeling uncomfortable due to a drop in the secondary hydraulic pressure when returning from the open control to the feedback control so that the secondary hydraulic pressure rises smoothly and continuously in the region of time t3 can do.
[位相差検知によるBSCの技術背景]
上記のように、ベルトスリップ状態を実セカンダリ油圧に含まれる振動成分と実変速比に含まれる振動成分の位相差検知により行う場合、BSC許可判定領域をできる限り拡大し、BSCによる走行区間を長く確保したいという要求がある。以下、これを反映する位相差検知によるBSCの技術背景を説明する。 [Technical background of BSC by phase difference detection]
As described above, when the belt slip state is detected by detecting the phase difference between the vibration component included in the actual secondary hydraulic pressure and the vibration component included in the actual gear ratio, the BSC permission determination area is expanded as much as possible, and the travel section by BSC is lengthened. There is a demand to secure. The technical background of BSC based on phase difference detection that reflects this will be described below.
上記のように、ベルトスリップ状態を実セカンダリ油圧に含まれる振動成分と実変速比に含まれる振動成分の位相差検知により行う場合、BSC許可判定領域をできる限り拡大し、BSCによる走行区間を長く確保したいという要求がある。以下、これを反映する位相差検知によるBSCの技術背景を説明する。 [Technical background of BSC by phase difference detection]
As described above, when the belt slip state is detected by detecting the phase difference between the vibration component included in the actual secondary hydraulic pressure and the vibration component included in the actual gear ratio, the BSC permission determination area is expanded as much as possible, and the travel section by BSC is lengthened. There is a demand to secure. The technical background of BSC based on phase difference detection that reflects this will be described below.
まず、ベルトスリップ状態を実セカンダリ油圧に含まれる振動成分と実変速比に含まれる振動成分の位相差検知により行う場合、ベルトスリップ状態の検知精度が低下する状況では、ベルトスリップ制御(BSC)を行うことができない。
ここで、|指令トルク変化率|≧所定値の場合や|指令変速比変化率|≧所定値の場合には、実セカンダリ油圧に含まれる振動成分や実変速比に含まれる振動成分の振動波形そのものが、トルク変化勾配や変速比変化勾配により引き伸ばされて消える方向になるため、ベルトスリップ状態の検知精度の低下原因になる。
したがって、BSCは、トルク変化や変速比変化が少ない安定した定常走行領域で許可されるようになっている。そして、実質的なBSCの開始判定においては、トルク変動が比較的小さいロード/ロード付近の変速比変化が小さい高車速・高速段(ハイ変速比側)で低スロットル開度などの条件が含まれる。このため、トルク変化や変速比変化が少ない安定した定常走行領域であっても、最ハイ変速比及びその近傍の変速比で、BSCが許可されるのみで、これ以外の領域では、トルク変化や変速比変化が少ない安定した定常走行状態であっても、BSCが不許可となっていた。
このように、BSCが許可される走行領域が限られるということは、燃費低減効果が薄れるし、BSCも安定しない、という課題がある。 First, when the belt slip state is detected by detecting the phase difference between the vibration component included in the actual secondary hydraulic pressure and the vibration component included in the actual gear ratio, the belt slip control (BSC) is performed in a situation where the detection accuracy of the belt slip state decreases. I can't do it.
Here, when | command torque change rate | ≧ predetermined value or | command speed ratio change rate | ≧ predetermined value, the vibration waveform of the vibration component included in the actual secondary hydraulic pressure or the vibration component included in the actual gear ratio This is stretched by the torque change gradient and the gear ratio change gradient and disappears, which causes a reduction in detection accuracy of the belt slip state.
Accordingly, BSC is permitted in a stable steady travel region where there is little torque change or gear ratio change. The substantial BSC start determination includes conditions such as a low throttle opening at a high vehicle speed / high speed stage (high gear ratio side) with a small gear ratio change near a load / road where torque fluctuation is relatively small. . For this reason, even in a stable steady travel region where there is little torque change or gear ratio change, BSC is only permitted at the highest gear ratio and the gear ratio in the vicinity thereof. The BSC is not permitted even in a stable steady state where the change in the gear ratio is small.
Thus, when the travel region where BSC is permitted is limited, there is a problem that the effect of reducing fuel consumption is diminished and BSC is not stable.
ここで、|指令トルク変化率|≧所定値の場合や|指令変速比変化率|≧所定値の場合には、実セカンダリ油圧に含まれる振動成分や実変速比に含まれる振動成分の振動波形そのものが、トルク変化勾配や変速比変化勾配により引き伸ばされて消える方向になるため、ベルトスリップ状態の検知精度の低下原因になる。
したがって、BSCは、トルク変化や変速比変化が少ない安定した定常走行領域で許可されるようになっている。そして、実質的なBSCの開始判定においては、トルク変動が比較的小さいロード/ロード付近の変速比変化が小さい高車速・高速段(ハイ変速比側)で低スロットル開度などの条件が含まれる。このため、トルク変化や変速比変化が少ない安定した定常走行領域であっても、最ハイ変速比及びその近傍の変速比で、BSCが許可されるのみで、これ以外の領域では、トルク変化や変速比変化が少ない安定した定常走行状態であっても、BSCが不許可となっていた。
このように、BSCが許可される走行領域が限られるということは、燃費低減効果が薄れるし、BSCも安定しない、という課題がある。 First, when the belt slip state is detected by detecting the phase difference between the vibration component included in the actual secondary hydraulic pressure and the vibration component included in the actual gear ratio, the belt slip control (BSC) is performed in a situation where the detection accuracy of the belt slip state decreases. I can't do it.
Here, when | command torque change rate | ≧ predetermined value or | command speed ratio change rate | ≧ predetermined value, the vibration waveform of the vibration component included in the actual secondary hydraulic pressure or the vibration component included in the actual gear ratio This is stretched by the torque change gradient and the gear ratio change gradient and disappears, which causes a reduction in detection accuracy of the belt slip state.
Accordingly, BSC is permitted in a stable steady travel region where there is little torque change or gear ratio change. The substantial BSC start determination includes conditions such as a low throttle opening at a high vehicle speed / high speed stage (high gear ratio side) with a small gear ratio change near a load / road where torque fluctuation is relatively small. . For this reason, even in a stable steady travel region where there is little torque change or gear ratio change, BSC is only permitted at the highest gear ratio and the gear ratio in the vicinity thereof. The BSC is not permitted even in a stable steady state where the change in the gear ratio is small.
Thus, when the travel region where BSC is permitted is limited, there is a problem that the effect of reducing fuel consumption is diminished and BSC is not stable.
そして、BSCが許可される走行領域が限られるということは、BSCが不許可となる走行条件として、トルク変化や変速比変化が大きく安定しない過渡走行条件以外の原因を持つことを示唆している。そこで、過渡走行条件以外では、どのような条件でベルトスリップ状態の検知精度が低下するのかを詳しく分析したところ、
・BSC中に感知する実変速比の振動成分の位相が、条件によって変化する。
・この条件とは、実変速比の振動成分の1つであるプライマリ側の調圧状態によるものである。
・このプライマリの調圧状態により変速応答に違いがあり、このために実変速比の振動成分の振幅起点(初期位相と呼ぶ)に違いが生ずる。
ことが解明された。
このことは、トルク変化や変速比変化が大きく安定しない過渡走行条件とは別に、初期位相を原因とし、ベルトスリップ状態の検知精度が低下することで、BSC許可走行領域を狭くせざるを得ない理由となっていることが明らかになった。 The fact that the travel region in which BSC is permitted is limited suggests that the travel condition in which BSC is not permitted has a cause other than the transient travel condition in which the torque change and the gear ratio change are not largely stable. . So, except for transient driving conditions, we analyzed in detail what conditions the belt slip condition detection accuracy decreases,
-The phase of the vibration component of the actual gear ratio detected during BSC changes depending on the conditions.
This condition is due to the primary pressure regulation state which is one of the vibration components of the actual gear ratio.
-There is a difference in shift response depending on the primary pressure regulation state, and for this reason, a difference occurs in the amplitude starting point (called initial phase) of the vibration component of the actual gear ratio.
It was elucidated.
This is because, apart from the transient running condition where the torque change and the gear ratio change are not large and stable, the detection accuracy of the belt slip state is reduced due to the initial phase, and thus the BSC permitted running region has to be narrowed. It became clear why.
・BSC中に感知する実変速比の振動成分の位相が、条件によって変化する。
・この条件とは、実変速比の振動成分の1つであるプライマリ側の調圧状態によるものである。
・このプライマリの調圧状態により変速応答に違いがあり、このために実変速比の振動成分の振幅起点(初期位相と呼ぶ)に違いが生ずる。
ことが解明された。
このことは、トルク変化や変速比変化が大きく安定しない過渡走行条件とは別に、初期位相を原因とし、ベルトスリップ状態の検知精度が低下することで、BSC許可走行領域を狭くせざるを得ない理由となっていることが明らかになった。 The fact that the travel region in which BSC is permitted is limited suggests that the travel condition in which BSC is not permitted has a cause other than the transient travel condition in which the torque change and the gear ratio change are not largely stable. . So, except for transient driving conditions, we analyzed in detail what conditions the belt slip condition detection accuracy decreases,
-The phase of the vibration component of the actual gear ratio detected during BSC changes depending on the conditions.
This condition is due to the primary pressure regulation state which is one of the vibration components of the actual gear ratio.
-There is a difference in shift response depending on the primary pressure regulation state, and for this reason, a difference occurs in the amplitude starting point (called initial phase) of the vibration component of the actual gear ratio.
It was elucidated.
This is because, apart from the transient running condition where the torque change and the gear ratio change are not large and stable, the detection accuracy of the belt slip state is reduced due to the initial phase, and thus the BSC permitted running region has to be narrowed. It became clear why.
次に、何故、初期位相が生ずるかのメカニズムについて解析結果を説明する。
BSCでは、セカンダリ側の第2調圧弁77とセカンダリプーリ43の間にセカンダリ油圧センサ82を設け、第2調圧弁77を微動させることで加振させる。
この加振によりセカンダリプーリ43の推力変化を及ぼすこととなり、この推力変化は、プライマリ側の推力とのバランスに影響する。よって、指示変速比を維持するためには、プライマリ側の推力もセカンダリ側の推力に応動して変化させる必要があり、プライマリ側の推力変化に応じたプライマリ圧Ppriとなるように第1調圧弁74を調圧する。つまり、プライマリ圧Ppriを調圧する第1調圧弁74が指令プライマリ圧に応じたバランス圧となるようにフィードバック制御する。このフィードバック制御は、第1調圧弁74の開度変更を伴うことで、第1調圧弁74とプライマリプーリ42の油圧アクチュエータとの間で流量変動が生ずる。このプライマリ油圧回路の流量変動に伴って、プライマリプーリ42のスライドプーリ42bが軸方向に移動・ストロークし、ベルト44とプライマリプーリ42の接触半径が変動する変速比変動になる。
このように、BSC中の実変速比に含まれる振動成分には、セカンダリ油圧Psecの加振によりセカンダリプーリ43のスライドプーリ43bが軸方向に移動・ストロークすることで生じる変速比振動成分に、プライマリプーリ側での流量変動に応答する変速比振動成分が重畳することになる。この結果、第1調圧弁74による調圧状態のとき、実セカンダリ油圧に含まれる振動成分の初期位相に対して、実変速比に含まれる振動成分の初期位相が遅れることになり、初期位相が生じる。 Next, the analysis result of the mechanism of why the initial phase occurs will be described.
In BSC, a secondaryhydraulic pressure sensor 82 is provided between the secondary-side second pressure regulating valve 77 and the secondary pulley 43, and the second pressure regulating valve 77 is finely moved to vibrate.
This vibration causes a change in thrust of thesecondary pulley 43, and this change in thrust affects the balance with the thrust on the primary side. Therefore, in order to maintain the command gear ratio, it is necessary to change the thrust on the primary side in response to the thrust on the secondary side, and the first pressure regulating valve so as to be the primary pressure Ppri corresponding to the change in thrust on the primary side. 74 is adjusted. That is, feedback control is performed so that the first pressure regulating valve 74 that regulates the primary pressure Ppri becomes a balance pressure corresponding to the command primary pressure. This feedback control involves changing the opening of the first pressure regulating valve 74, thereby causing a flow rate fluctuation between the first pressure regulating valve 74 and the hydraulic actuator of the primary pulley 42. As the flow rate of the primary hydraulic circuit changes, the slide pulley 42b of the primary pulley 42 moves / strokes in the axial direction, resulting in a change in gear ratio in which the contact radius between the belt 44 and the primary pulley 42 changes.
As described above, the vibration component included in the actual gear ratio in the BSC includes the gear ratio vibration component generated by the movement and stroke of theslide pulley 43b of the secondary pulley 43 in the axial direction due to the excitation of the secondary hydraulic pressure Psec. The gear ratio vibration component responding to the flow rate fluctuation on the pulley side is superimposed. As a result, when the pressure is adjusted by the first pressure regulating valve 74, the initial phase of the vibration component included in the actual gear ratio is delayed with respect to the initial phase of the vibration component included in the actual secondary hydraulic pressure. Arise.
BSCでは、セカンダリ側の第2調圧弁77とセカンダリプーリ43の間にセカンダリ油圧センサ82を設け、第2調圧弁77を微動させることで加振させる。
この加振によりセカンダリプーリ43の推力変化を及ぼすこととなり、この推力変化は、プライマリ側の推力とのバランスに影響する。よって、指示変速比を維持するためには、プライマリ側の推力もセカンダリ側の推力に応動して変化させる必要があり、プライマリ側の推力変化に応じたプライマリ圧Ppriとなるように第1調圧弁74を調圧する。つまり、プライマリ圧Ppriを調圧する第1調圧弁74が指令プライマリ圧に応じたバランス圧となるようにフィードバック制御する。このフィードバック制御は、第1調圧弁74の開度変更を伴うことで、第1調圧弁74とプライマリプーリ42の油圧アクチュエータとの間で流量変動が生ずる。このプライマリ油圧回路の流量変動に伴って、プライマリプーリ42のスライドプーリ42bが軸方向に移動・ストロークし、ベルト44とプライマリプーリ42の接触半径が変動する変速比変動になる。
このように、BSC中の実変速比に含まれる振動成分には、セカンダリ油圧Psecの加振によりセカンダリプーリ43のスライドプーリ43bが軸方向に移動・ストロークすることで生じる変速比振動成分に、プライマリプーリ側での流量変動に応答する変速比振動成分が重畳することになる。この結果、第1調圧弁74による調圧状態のとき、実セカンダリ油圧に含まれる振動成分の初期位相に対して、実変速比に含まれる振動成分の初期位相が遅れることになり、初期位相が生じる。 Next, the analysis result of the mechanism of why the initial phase occurs will be described.
In BSC, a secondary
This vibration causes a change in thrust of the
As described above, the vibration component included in the actual gear ratio in the BSC includes the gear ratio vibration component generated by the movement and stroke of the
[BSC中の初期位相設定作用]
上記のように、初期位相をベルトスリップ状態の検知精度の低下原因とし、BSC許可走行領域が狭くしている以上、この初期位相による影響を排除する初期位相対策が必要である。
ここで、圧力制御弁における油圧システムでの第1調圧弁調圧状態判定部97は、プライマリ油圧センサ87とライン圧センサ89からのセンサ信号に基づき、第1調圧弁74が全開状態(状態B)か、第1調圧弁74が調圧状態(状態C)か、を判定する。メカハイ状態(状態A)では、第1調圧弁調圧状態判定部97は、判定を行わない。
また、流量制御弁における油圧システムでの第1調圧弁調圧状態判定部97は、プライマリ油圧センサ87とライン圧センサ89からのセンサ信号に基づき、第1調圧弁74が全閉状態(状態D)か、第1調圧弁74が調圧状態(状態E)か、を判定する。メカハイ状態(状態A)では、第1調圧弁調圧状態判定部97は、判定を行わない。
このように、圧力制御弁における油圧システムと流量制御弁における油圧システムとのシステム違いがあるが、以下、図7、図9~図11に基づき、これを反映する圧力制御弁における油圧システムでのBSC中の初期位相設定作用を説明する。 [Initial phase setting during BSC]
As described above, since the initial phase causes the belt slip state detection accuracy to decrease and the BSC permitted travel region is narrowed, it is necessary to take an initial phase countermeasure to eliminate the influence of this initial phase.
Here, the first pressure regulation valve pressure regulationstate determination unit 97 in the hydraulic system of the pressure control valve is configured so that the first pressure regulation valve 74 is in a fully open state (state B) based on sensor signals from the primary hydraulic pressure sensor 87 and the line pressure sensor 89. ) Or the first pressure regulating valve 74 is in a pressure regulation state (state C). In the mechanical high state (state A), the first pressure regulation valve pressure regulation state determination unit 97 does not perform the determination.
Further, the first pressure regulating valve pressure regulationstate determination unit 97 in the hydraulic system in the flow control valve is configured so that the first pressure regulation valve 74 is in a fully closed state (state D) based on sensor signals from the primary hydraulic pressure sensor 87 and the line pressure sensor 89. ) Or the first pressure regulating valve 74 is in a pressure regulation state (state E). In the mechanical high state (state A), the first pressure regulation valve pressure regulation state determination unit 97 does not perform the determination.
Thus, there is a system difference between the hydraulic system in the pressure control valve and the hydraulic system in the flow control valve. Hereinafter, based on FIG. 7 and FIG. 9 to FIG. The initial phase setting operation during BSC will be described.
上記のように、初期位相をベルトスリップ状態の検知精度の低下原因とし、BSC許可走行領域が狭くしている以上、この初期位相による影響を排除する初期位相対策が必要である。
ここで、圧力制御弁における油圧システムでの第1調圧弁調圧状態判定部97は、プライマリ油圧センサ87とライン圧センサ89からのセンサ信号に基づき、第1調圧弁74が全開状態(状態B)か、第1調圧弁74が調圧状態(状態C)か、を判定する。メカハイ状態(状態A)では、第1調圧弁調圧状態判定部97は、判定を行わない。
また、流量制御弁における油圧システムでの第1調圧弁調圧状態判定部97は、プライマリ油圧センサ87とライン圧センサ89からのセンサ信号に基づき、第1調圧弁74が全閉状態(状態D)か、第1調圧弁74が調圧状態(状態E)か、を判定する。メカハイ状態(状態A)では、第1調圧弁調圧状態判定部97は、判定を行わない。
このように、圧力制御弁における油圧システムと流量制御弁における油圧システムとのシステム違いがあるが、以下、図7、図9~図11に基づき、これを反映する圧力制御弁における油圧システムでのBSC中の初期位相設定作用を説明する。 [Initial phase setting during BSC]
As described above, since the initial phase causes the belt slip state detection accuracy to decrease and the BSC permitted travel region is narrowed, it is necessary to take an initial phase countermeasure to eliminate the influence of this initial phase.
Here, the first pressure regulation valve pressure regulation
Further, the first pressure regulating valve pressure regulation
Thus, there is a system difference between the hydraulic system in the pressure control valve and the hydraulic system in the flow control valve. Hereinafter, based on FIG. 7 and FIG. 9 to FIG. The initial phase setting operation during BSC will be described.
上記のように、第1調圧弁74による調圧状態のとき初期位相が生じるが、この初期位相は、非調圧状態での変速応答と調圧状態での変速応答に違いが生じるため、変速応答に違いに応じて違いが出る。そして、変速応答に違いが出る第1調圧弁74の調圧モードとしては、図9及び図10に示すように、第1調圧弁全開状態(B)と第1調圧弁調圧状態(C)とメカハイ状態(A)がある。
As described above, an initial phase is generated when the pressure is regulated by the first pressure regulating valve 74. This initial phase is different between the shift response in the non-pressure regulation state and the shift response in the pressure regulation state. Differences occur depending on the response. And as shown in FIG.9 and FIG.10, as the pressure regulation mode of the 1st pressure regulation valve 74 from which a shift response differs, as shown in FIG.9 and FIG.10, the 1st pressure regulation valve full open state (B) and the 1st pressure regulation valve pressure regulation state (C) And mechanical high state (A).
メカハイ状態(A)とは、図9に示すように、セカンダリプーリ43のスライドプーリ43b、もしくは、プライマリプーリ42のスライドプーリ42bが、ストロークできないメカハイ変速比に達している状態をいう。
このメカハイ状態(A)では、図7のフローチャートにおいて、ステップS350→ステップS363→ステップS364へと進み、ステップS364では、初期位相αが0°にセットされる。
このメカハイ状態(A)で初期位相αを0°にセットする理由は、実セカンダリ油圧に含まれる振動成分の初期位相に対して、実変速比に含まれる振動成分の初期位相が、ほぼ同位相となることによる。なお、メカハイ変速比状態においては、ベルト張力変動による変形のみが影響因子になる。 The mechanical high state (A) means a state in which theslide pulley 43b of the secondary pulley 43 or the slide pulley 42b of the primary pulley 42 has reached a mechanical high gear ratio at which the stroke cannot be achieved, as shown in FIG.
In this mechanical high state (A), the process proceeds from step S350 to step S363 to step S364 in the flowchart of FIG. 7, and in step S364, the initial phase α is set to 0 °.
The reason for setting the initial phase α to 0 ° in this mechanical high state (A) is that the initial phase of the vibration component included in the actual gear ratio is substantially the same as the initial phase of the vibration component included in the actual secondary hydraulic pressure. By becoming. In the mechanical high gear ratio state, only deformation due to belt tension fluctuation is an influential factor.
このメカハイ状態(A)では、図7のフローチャートにおいて、ステップS350→ステップS363→ステップS364へと進み、ステップS364では、初期位相αが0°にセットされる。
このメカハイ状態(A)で初期位相αを0°にセットする理由は、実セカンダリ油圧に含まれる振動成分の初期位相に対して、実変速比に含まれる振動成分の初期位相が、ほぼ同位相となることによる。なお、メカハイ変速比状態においては、ベルト張力変動による変形のみが影響因子になる。 The mechanical high state (A) means a state in which the
In this mechanical high state (A), the process proceeds from step S350 to step S363 to step S364 in the flowchart of FIG. 7, and in step S364, the initial phase α is set to 0 °.
The reason for setting the initial phase α to 0 ° in this mechanical high state (A) is that the initial phase of the vibration component included in the actual gear ratio is substantially the same as the initial phase of the vibration component included in the actual secondary hydraulic pressure. By becoming. In the mechanical high gear ratio state, only deformation due to belt tension fluctuation is an influential factor.
第1調圧弁全開状態(B)とは、第1調圧弁74を全開固定状態にしているときをいう。この第1調圧弁全開状態(B)では、図7のフローチャートにおいて、ステップS350→ステップS351→ステップS352→ステップS353→ステップS354→ステップS355へと進む。そして、ステップS355では、初期位相βが90°にセットされる。
この第1調圧弁全開状態(B)で初期位相βを90°にセットする理由は、第1調圧弁74による全開解放(プライマリ圧Ppri=ライン圧PL)により、ライン圧PLとプライマリ圧Ppriの間でフィードバック流量変化が無いため、実セカンダリ油圧に含まれる振動成分の位相に対して、実変速比に含まれる振動成分の位相が、単純な一次応答遅れになることによる。 The first pressure regulating valve fully opened state (B) refers to the time when the firstpressure regulating valve 74 is in the fully opened fixed state. In this first pressure regulating valve fully opened state (B), the process proceeds from step S350 → step S351 → step S352 → step S353 → step S354 → step S355 in the flowchart of FIG. In step S355, the initial phase β is set to 90 °.
The reason why the initial phase β is set to 90 ° in the first pressure regulating valve fully opened state (B) is that the line pressure PL and the primary pressure Ppri are set by the firstpressure regulating valve 74 being fully opened (primary pressure Ppri = line pressure PL). This is because the phase of the vibration component included in the actual gear ratio becomes a simple primary response delay with respect to the phase of the vibration component included in the actual secondary hydraulic pressure.
この第1調圧弁全開状態(B)で初期位相βを90°にセットする理由は、第1調圧弁74による全開解放(プライマリ圧Ppri=ライン圧PL)により、ライン圧PLとプライマリ圧Ppriの間でフィードバック流量変化が無いため、実セカンダリ油圧に含まれる振動成分の位相に対して、実変速比に含まれる振動成分の位相が、単純な一次応答遅れになることによる。 The first pressure regulating valve fully opened state (B) refers to the time when the first
The reason why the initial phase β is set to 90 ° in the first pressure regulating valve fully opened state (B) is that the line pressure PL and the primary pressure Ppri are set by the first
第1調圧弁調圧状態(C)とは、図9に示すように、ベルト式無段変速機構4の第1調圧弁74によりプライマリ圧Ppriを調圧状態にしているときをいう。
この第1調圧弁調圧状態(C)では、図7のフローチャートにおいて、ステップS350→ステップS351→ステップS352→ステップS353→ステップS356→ステップS357へと進み、ステップS357では、初期位相γが90°~180°にセットされる。
この第1調圧弁調圧状態(C)で初期位相γを90°~180°にセットする理由は、第1調圧弁74による調圧(プライマリ圧Ppri<ライン圧PL)により、ライン圧PLとプライマリ圧Ppriの間でフィードバック流量変化が生じるため、実セカンダリ油圧に含まれる振動成分の位相に対して、実変速比に含まれる振動成分の位相が、第1調圧弁全開状態(B)よりも応答遅れが大きくなる。そして、応答遅れ量は、第1調圧弁74のスプール位置による調圧弁開度(全開側弁開度~全閉側弁開度),油温,管路オリフィス径,等により異なることで、初期位相γを、第1調圧弁74の調圧弁状態に応じてセットする必要があることによる。
なお、3つの調圧モードでの初期位相α,β,γの大きさの関係は、図11に示すように、メカハイ状態(A)<第1調圧弁全開状態(B)<第1調圧弁調圧状態(C)という関係にある。 The first pressure regulating valve pressure regulation state (C) refers to the time when the primary pressure Ppri is regulated by the firstpressure regulating valve 74 of the belt type continuously variable transmission mechanism 4 as shown in FIG.
In the first pressure regulating valve pressure regulation state (C), the process proceeds from step S350 to step S351 to step S352 to step S353 to step S356 to step S357 in the flowchart of FIG. 7. In step S357, the initial phase γ is 90 °. Set to ~ 180 °.
The reason why the initial phase γ is set to 90 ° to 180 ° in the first pressure regulating valve pressure regulation state (C) is that the pressure regulation by the first pressure regulating valve 74 (primary pressure Ppri <line pressure PL) and the line pressure PL Since the feedback flow rate change occurs between the primary pressures Ppri, the phase of the vibration component included in the actual gear ratio with respect to the phase of the vibration component included in the actual secondary hydraulic pressure is greater than that in the first pressure regulating valve fully opened state (B). Response delay increases. The response delay amount varies depending on the pressure regulating valve opening (full opening side valve opening to fully closing side valve opening) depending on the spool position of the firstpressure regulating valve 74, oil temperature, pipe orifice diameter, etc. This is because the phase γ needs to be set according to the pressure regulating valve state of the first pressure regulating valve 74.
As shown in FIG. 11, the relationship between the magnitudes of the initial phases α, β, and γ in the three pressure control modes is as follows: mechanical high state (A) <first pressure regulating valve fully opened state (B) <first pressure regulating valve The pressure regulation state (C) is established.
この第1調圧弁調圧状態(C)では、図7のフローチャートにおいて、ステップS350→ステップS351→ステップS352→ステップS353→ステップS356→ステップS357へと進み、ステップS357では、初期位相γが90°~180°にセットされる。
この第1調圧弁調圧状態(C)で初期位相γを90°~180°にセットする理由は、第1調圧弁74による調圧(プライマリ圧Ppri<ライン圧PL)により、ライン圧PLとプライマリ圧Ppriの間でフィードバック流量変化が生じるため、実セカンダリ油圧に含まれる振動成分の位相に対して、実変速比に含まれる振動成分の位相が、第1調圧弁全開状態(B)よりも応答遅れが大きくなる。そして、応答遅れ量は、第1調圧弁74のスプール位置による調圧弁開度(全開側弁開度~全閉側弁開度),油温,管路オリフィス径,等により異なることで、初期位相γを、第1調圧弁74の調圧弁状態に応じてセットする必要があることによる。
なお、3つの調圧モードでの初期位相α,β,γの大きさの関係は、図11に示すように、メカハイ状態(A)<第1調圧弁全開状態(B)<第1調圧弁調圧状態(C)という関係にある。 The first pressure regulating valve pressure regulation state (C) refers to the time when the primary pressure Ppri is regulated by the first
In the first pressure regulating valve pressure regulation state (C), the process proceeds from step S350 to step S351 to step S352 to step S353 to step S356 to step S357 in the flowchart of FIG. 7. In step S357, the initial phase γ is 90 °. Set to ~ 180 °.
The reason why the initial phase γ is set to 90 ° to 180 ° in the first pressure regulating valve pressure regulation state (C) is that the pressure regulation by the first pressure regulating valve 74 (primary pressure Ppri <line pressure PL) and the line pressure PL Since the feedback flow rate change occurs between the primary pressures Ppri, the phase of the vibration component included in the actual gear ratio with respect to the phase of the vibration component included in the actual secondary hydraulic pressure is greater than that in the first pressure regulating valve fully opened state (B). Response delay increases. The response delay amount varies depending on the pressure regulating valve opening (full opening side valve opening to fully closing side valve opening) depending on the spool position of the first
As shown in FIG. 11, the relationship between the magnitudes of the initial phases α, β, and γ in the three pressure control modes is as follows: mechanical high state (A) <first pressure regulating valve fully opened state (B) <first pressure regulating valve The pressure regulation state (C) is established.
ここで、第1調圧弁74による調圧モード以外の変速応答に影響させる因子について説明を加えると、変速比を一定と考えたときセカンダリ圧加振による推力変化量はほぼ一定と考えられる。しかし、ハイ側変速比、ロー側変速比、ライン圧、油温、等により変速応答に対する影響が多少異なる。よって、これらの影響因子を考慮し、初期位相を補正することで、より精度の高い初期位相をセットすることができる。なお、最ハイ変速比のときは、変速比変動がなく、油圧調圧状態の影響を受けないので変速応答性に関係なく固定となるため、第1調圧弁全閉状態と同様に同位相となる。
Here, when the factors affecting the speed change response other than the pressure control mode by the first pressure control valve 74 are described, it is considered that the thrust change amount due to the secondary pressure excitation is almost constant when the speed ratio is considered constant. However, the influence on the shift response is somewhat different depending on the high side gear ratio, the low side gear ratio, the line pressure, the oil temperature, and the like. Therefore, it is possible to set a more accurate initial phase by taking these influence factors into consideration and correcting the initial phase. At the highest gear ratio, there is no gear ratio fluctuation, and since it is not affected by the hydraulic pressure regulation state, it is fixed regardless of the gear shift response, so that it has the same phase as the first pressure regulation valve fully closed state. Become.
上記のように、実施例1では、実セカンダリ油圧の油圧初期位相と実変速比の変速比初期位相の差である初期位相を、第1調圧弁74による実プライマリ油圧の調圧状態の判定に基づき設定する構成を採用した。
すなわち、ベルトスリップが無い初期状態において発生する初期位相が、ベルトスリップ状態の検知精度を低下させる原因の一つになることを解明した。そして、この初期位相は、第1調圧弁74によるプライマリ油圧Ppriの調圧により発生し、かつ、プライマリ油圧Ppriの調圧状態により初期位相の大きさが異なることを知見した。
したがって、図6のフローチャートにおいて、初期位相α,β,γを含んで算出された位相差θを、実プライマリ油圧の調圧状態の判定に基づき設定された初期位相α,β,γにより補正することで、補正後の位相差(=スリップ初期位相Sθ)は、プライマリ油圧Ppriの調圧状態を原因とする初期位相分を排除した後のベルトスリップにより生じるスリップ位相差分となる。
このため、プライマリ油圧Ppriの調圧状態(=変速比状態)にかかわらずベルトスリップ状態が精度良く検知されることで、ベルトスリップ状態の検知精度に依存するBSCが安定する。そして、BSCを許可する変速比範囲条件が緩和され、図9に示すように、領域A,B,Cを併せたロー変速比からハイ変速比までの範囲を許可範囲とするように、BSCの許可領域の拡大が図られる。
このように、ベルトスリップ状態の検知精度を低下させる原因の一つである初期位相α,β,γを、実プライマリ油圧の調圧状態の判定に基づき精度良く取得する構成としたことで、BSCの安定化と、BSCの許可領域拡大と、の両立が図られる。この結果、ベルトフリクションを抑えるBSCを実行しながら走行する区間が延長され、BSCで狙っている燃費低減効果の実効が達成される。 As described above, in the first embodiment, the initial phase that is the difference between the initial hydraulic pressure phase of the actual secondary hydraulic pressure and the actual transmission gear ratio is used to determine the pressure regulation state of the actual primary hydraulic pressure by the firstpressure regulating valve 74. Based on the configuration to be set.
In other words, it has been clarified that the initial phase generated in the initial state where there is no belt slip is one of the causes for reducing the detection accuracy of the belt slip state. The initial phase is found to be generated by regulating the primary hydraulic pressure Ppri by the firstpressure regulating valve 74, and the initial phase is different depending on the regulated state of the primary hydraulic pressure Ppri.
Therefore, in the flowchart of FIG. 6, the phase difference θ calculated including the initial phases α, β, and γ is corrected by the initial phases α, β, and γ set based on the determination of the regulated state of the actual primary hydraulic pressure. Thus, the corrected phase difference (= slip initial phase Sθ) is the slip phase difference generated by the belt slip after eliminating the initial phase due to the regulated state of the primary hydraulic pressure Ppri.
For this reason, the belt slip state is accurately detected regardless of the pressure regulation state (= gear ratio state) of the primary oil pressure Ppri, so that the BSC depending on the belt slip state detection accuracy is stabilized. Then, the speed ratio range condition for permitting the BSC is relaxed, and as shown in FIG. 9, the range from the low speed ratio including the regions A, B, and C to the high speed ratio is set as the permitted range. The permitted area can be expanded.
As described above, the initial phase α, β, γ, which is one of the causes of reducing the detection accuracy of the belt slip state, is obtained with high accuracy based on the determination of the pressure adjustment state of the actual primary hydraulic pressure. Both stabilization and expansion of the permitted area of the BSC can be achieved. As a result, the traveling section is extended while executing the BSC for suppressing the belt friction, and the effect of reducing the fuel consumption targeted by the BSC is achieved.
すなわち、ベルトスリップが無い初期状態において発生する初期位相が、ベルトスリップ状態の検知精度を低下させる原因の一つになることを解明した。そして、この初期位相は、第1調圧弁74によるプライマリ油圧Ppriの調圧により発生し、かつ、プライマリ油圧Ppriの調圧状態により初期位相の大きさが異なることを知見した。
したがって、図6のフローチャートにおいて、初期位相α,β,γを含んで算出された位相差θを、実プライマリ油圧の調圧状態の判定に基づき設定された初期位相α,β,γにより補正することで、補正後の位相差(=スリップ初期位相Sθ)は、プライマリ油圧Ppriの調圧状態を原因とする初期位相分を排除した後のベルトスリップにより生じるスリップ位相差分となる。
このため、プライマリ油圧Ppriの調圧状態(=変速比状態)にかかわらずベルトスリップ状態が精度良く検知されることで、ベルトスリップ状態の検知精度に依存するBSCが安定する。そして、BSCを許可する変速比範囲条件が緩和され、図9に示すように、領域A,B,Cを併せたロー変速比からハイ変速比までの範囲を許可範囲とするように、BSCの許可領域の拡大が図られる。
このように、ベルトスリップ状態の検知精度を低下させる原因の一つである初期位相α,β,γを、実プライマリ油圧の調圧状態の判定に基づき精度良く取得する構成としたことで、BSCの安定化と、BSCの許可領域拡大と、の両立が図られる。この結果、ベルトフリクションを抑えるBSCを実行しながら走行する区間が延長され、BSCで狙っている燃費低減効果の実効が達成される。 As described above, in the first embodiment, the initial phase that is the difference between the initial hydraulic pressure phase of the actual secondary hydraulic pressure and the actual transmission gear ratio is used to determine the pressure regulation state of the actual primary hydraulic pressure by the first
In other words, it has been clarified that the initial phase generated in the initial state where there is no belt slip is one of the causes for reducing the detection accuracy of the belt slip state. The initial phase is found to be generated by regulating the primary hydraulic pressure Ppri by the first
Therefore, in the flowchart of FIG. 6, the phase difference θ calculated including the initial phases α, β, and γ is corrected by the initial phases α, β, and γ set based on the determination of the regulated state of the actual primary hydraulic pressure. Thus, the corrected phase difference (= slip initial phase Sθ) is the slip phase difference generated by the belt slip after eliminating the initial phase due to the regulated state of the primary hydraulic pressure Ppri.
For this reason, the belt slip state is accurately detected regardless of the pressure regulation state (= gear ratio state) of the primary oil pressure Ppri, so that the BSC depending on the belt slip state detection accuracy is stabilized. Then, the speed ratio range condition for permitting the BSC is relaxed, and as shown in FIG. 9, the range from the low speed ratio including the regions A, B, and C to the high speed ratio is set as the permitted range. The permitted area can be expanded.
As described above, the initial phase α, β, γ, which is one of the causes of reducing the detection accuracy of the belt slip state, is obtained with high accuracy based on the determination of the pressure adjustment state of the actual primary hydraulic pressure. Both stabilization and expansion of the permitted area of the BSC can be achieved. As a result, the traveling section is extended while executing the BSC for suppressing the belt friction, and the effect of reducing the fuel consumption targeted by the BSC is achieved.
実施例1では、初期位相設定の際、第1調圧弁74により実プライマリ油圧を調圧している調圧状態のとき、非調圧状態のときの初期位相α,βに比べ、初期位相γを大きく設定する構成を採用した。
すなわち、初期位相は、ライン圧PLとプライマリ圧Ppriの間でのフィードバック流量変化に依存するため、フィードバック流量変化がある第1調圧弁74による調圧状態と、フィードバック流量変化が無い第1調圧弁74による非調圧状態と、に大別できる。したがって、調圧状態のときの初期位相γを、非調圧状態のときの初期位相α,βに比べて大きく設定することで、第1調圧弁74が調圧状態であるか非調圧状態であるかにかかわらず、ベルトスリップ状態の検知精度が確保される。 In the first embodiment, when the initial phase is set, when the actual primary hydraulic pressure is regulated by the firstpressure regulating valve 74, the initial phase γ is set to be larger than the initial phases α and β in the non-regulated state. A large setting was adopted.
That is, since the initial phase depends on the feedback flow rate change between the line pressure PL and the primary pressure Ppri, the pressure regulation state by the firstpressure regulation valve 74 with the feedback flow rate change and the first pressure regulation valve without the feedback flow rate change. 74 and the non-pressure-regulated state. Therefore, by setting the initial phase γ in the pressure regulation state to be larger than the initial phases α and β in the non-pressure regulation state, the first pressure regulating valve 74 is in the pressure regulation state or the non-pressure regulation state. Regardless of whether the belt slip condition is detected or not.
すなわち、初期位相は、ライン圧PLとプライマリ圧Ppriの間でのフィードバック流量変化に依存するため、フィードバック流量変化がある第1調圧弁74による調圧状態と、フィードバック流量変化が無い第1調圧弁74による非調圧状態と、に大別できる。したがって、調圧状態のときの初期位相γを、非調圧状態のときの初期位相α,βに比べて大きく設定することで、第1調圧弁74が調圧状態であるか非調圧状態であるかにかかわらず、ベルトスリップ状態の検知精度が確保される。 In the first embodiment, when the initial phase is set, when the actual primary hydraulic pressure is regulated by the first
That is, since the initial phase depends on the feedback flow rate change between the line pressure PL and the primary pressure Ppri, the pressure regulation state by the first
実施例1では、初期位相設定の際、第1調圧弁74により実プライマリ油圧を調圧していない非調圧状態を、第1調圧弁全閉状態(A)と第1調圧弁全開状態(B)に分けたとき、
メカハイ状態(A)<第1調圧弁全開状態(B)<第1調圧弁調圧状態(C)
の関係にて初期位相α,β,γの大きさを設定する構成を採用した。
すなわち、第1調圧弁74の非調圧状態には、ライン圧PLとプライマリ圧Ppriの遮断により一切の流量変化が無い全閉状態と、油路連通によりプライマリ圧Ppriがライン圧PLと一致するがフィードバック流量変化が無い全開状態と、の2つのモードがある。
したがって、非調圧状態のとき、全閉状態の初期位相αに比べて全開状態の初期位相βを大きく設定することで、第1調圧弁74が非調圧状態であるとき、全閉状態か全開状態かにかかわらず、ベルトスリップ状態の検知精度が確保される。 In the first embodiment, when the initial phase is set, the non-regulated state in which the actual primary hydraulic pressure is not regulated by thefirst regulating valve 74 is divided into a first regulating valve fully closed state (A) and a first regulating valve fully opened state (B )
Mechanical high state (A) <first pressure regulating valve fully opened state (B) <first pressure regulating valve pressure regulating state (C)
Therefore, the configuration in which the magnitudes of the initial phases α, β, and γ are set is adopted.
That is, in the non-regulated state of the firstpressure regulating valve 74, the fully closed state where there is no change in flow rate due to the interruption of the line pressure PL and the primary pressure Ppri, and the primary pressure Ppri matches the line pressure PL due to the oil passage communication. There are two modes: a fully open state where there is no feedback flow rate change.
Accordingly, when the firstpressure regulating valve 74 is in the non-pressure-regulating state, the fully-closed state is set to the fully-closed state by setting the initial phase β in the fully-opened state larger than the initial phase α in the fully-closed state. Regardless of the fully open state, the detection accuracy of the belt slip state is ensured.
メカハイ状態(A)<第1調圧弁全開状態(B)<第1調圧弁調圧状態(C)
の関係にて初期位相α,β,γの大きさを設定する構成を採用した。
すなわち、第1調圧弁74の非調圧状態には、ライン圧PLとプライマリ圧Ppriの遮断により一切の流量変化が無い全閉状態と、油路連通によりプライマリ圧Ppriがライン圧PLと一致するがフィードバック流量変化が無い全開状態と、の2つのモードがある。
したがって、非調圧状態のとき、全閉状態の初期位相αに比べて全開状態の初期位相βを大きく設定することで、第1調圧弁74が非調圧状態であるとき、全閉状態か全開状態かにかかわらず、ベルトスリップ状態の検知精度が確保される。 In the first embodiment, when the initial phase is set, the non-regulated state in which the actual primary hydraulic pressure is not regulated by the
Mechanical high state (A) <first pressure regulating valve fully opened state (B) <first pressure regulating valve pressure regulating state (C)
Therefore, the configuration in which the magnitudes of the initial phases α, β, and γ are set is adopted.
That is, in the non-regulated state of the first
Accordingly, when the first
実施例1では、初期位相設定の際、メカハイ状態(A)のとき初期位相αを0°に設定し、第1調圧弁全開状態(B)のとき初期位相βを90°に設定し、第1調圧弁調圧状態(C)のとき初期位相γを第1調圧弁74の調圧弁開度に応じて90°~180°の範囲に設定する構成を採用した。
すなわち、メカハイ状態(A)のときには、ライン圧PLとプライマリ圧Ppriの遮断により一切の流量変化が無く、流量変化による初期位相の発生がない。第1調圧弁全開状態(B)のときには、油路連通によりプライマリ圧Ppriがライン圧PLと一致するがフィードバック流量変化が無く、流量変化による初期位相は単純な一次遅れになる。第1調圧弁調圧状態(C)のときには、フィードバック流量変化が第1調圧弁74の調圧弁開度に応じて発生する。
したがって、第1調圧弁74の調圧状態を3つの調圧モードに分け、3つの調圧モード毎に初期位相α,β,γをそれぞれ設定することで、第1調圧弁74のあらゆる調圧モードにおいて、ベルトスリップ状態の検知精度が確保される。 In Example 1, when the initial phase is set, the initial phase α is set to 0 ° in the mechanical high state (A), the initial phase β is set to 90 ° in the first pressure regulating valve full open state (B), A configuration is adopted in which the initial phase γ is set in the range of 90 ° to 180 ° in accordance with the pressure regulating valve opening degree of the firstpressure regulating valve 74 in the pressure regulating state (C) of the first pressure regulating valve.
That is, in the mechanical high state (A), there is no flow rate change due to the interruption of the line pressure PL and the primary pressure Ppri, and no initial phase is generated due to the flow rate change. When the first pressure regulating valve is fully opened (B), the primary pressure Ppri coincides with the line pressure PL due to the oil passage communication, but there is no feedback flow rate change, and the initial phase due to the flow rate change is a simple primary delay. In the first pressure regulating valve pressure regulating state (C), a feedback flow rate change occurs according to the pressure regulating valve opening degree of the firstpressure regulating valve 74.
Therefore, the pressure regulation state of the firstpressure regulating valve 74 is divided into three pressure regulating modes, and the initial phases α, β, γ are set for each of the three pressure regulating modes. In the mode, the detection accuracy of the belt slip state is ensured.
すなわち、メカハイ状態(A)のときには、ライン圧PLとプライマリ圧Ppriの遮断により一切の流量変化が無く、流量変化による初期位相の発生がない。第1調圧弁全開状態(B)のときには、油路連通によりプライマリ圧Ppriがライン圧PLと一致するがフィードバック流量変化が無く、流量変化による初期位相は単純な一次遅れになる。第1調圧弁調圧状態(C)のときには、フィードバック流量変化が第1調圧弁74の調圧弁開度に応じて発生する。
したがって、第1調圧弁74の調圧状態を3つの調圧モードに分け、3つの調圧モード毎に初期位相α,β,γをそれぞれ設定することで、第1調圧弁74のあらゆる調圧モードにおいて、ベルトスリップ状態の検知精度が確保される。 In Example 1, when the initial phase is set, the initial phase α is set to 0 ° in the mechanical high state (A), the initial phase β is set to 90 ° in the first pressure regulating valve full open state (B), A configuration is adopted in which the initial phase γ is set in the range of 90 ° to 180 ° in accordance with the pressure regulating valve opening degree of the first
That is, in the mechanical high state (A), there is no flow rate change due to the interruption of the line pressure PL and the primary pressure Ppri, and no initial phase is generated due to the flow rate change. When the first pressure regulating valve is fully opened (B), the primary pressure Ppri coincides with the line pressure PL due to the oil passage communication, but there is no feedback flow rate change, and the initial phase due to the flow rate change is a simple primary delay. In the first pressure regulating valve pressure regulating state (C), a feedback flow rate change occurs according to the pressure regulating valve opening degree of the first
Therefore, the pressure regulation state of the first
実施例1では、初期位相設定の際、第1調圧弁73の調圧状態を、ライン圧センサ89からのライン圧PLと、プライマリ油圧センサ87からのプライマリ油圧Ppriのセンサ検出値に基づいて判定する構成を採用した。
すなわち、第1調圧弁73の調圧状態のうち、特に、第1調圧弁調圧状態(C)のときに調圧弁開度を判別する必要がある。これに対し、ライン圧センサ89やプライマリ油圧センサ87は、システムに既存のセンサであり、第1調圧弁73のスプールストロークセンサ等の新たなセンサを追加することがない。また、ライン圧レベルと差圧の大きさを監視することで、第1調圧弁73の調圧弁開度を精度良く判別できる。
したがって、システムに既存のセンサからのセンサ検出値を用いて第1調圧弁73の調圧状態を判定することで、第1調圧弁73の調圧状態が、安価に、かつ、調圧弁開度を含めて精度良く判別される。 In the first embodiment, when the initial phase is set, the pressure regulation state of the firstpressure regulation valve 73 is determined based on the sensor detection values of the line pressure PL from the line pressure sensor 89 and the primary oil pressure Ppri from the primary oil pressure sensor 87. The configuration to adopt was adopted.
That is, it is necessary to discriminate the opening of the pressure regulating valve among the pressure regulating states of the firstpressure regulating valve 73, particularly in the first pressure regulating valve pressure regulating state (C). On the other hand, the line pressure sensor 89 and the primary oil pressure sensor 87 are existing sensors in the system, and new sensors such as a spool stroke sensor of the first pressure regulating valve 73 are not added. Further, by monitoring the line pressure level and the magnitude of the differential pressure, the pressure regulating valve opening degree of the first pressure regulating valve 73 can be accurately determined.
Therefore, by determining the pressure regulation state of the firstpressure regulation valve 73 using the sensor detection value from the existing sensor in the system, the pressure regulation state of the first pressure regulation valve 73 is inexpensive and the pressure regulation valve opening degree. Are accurately identified.
すなわち、第1調圧弁73の調圧状態のうち、特に、第1調圧弁調圧状態(C)のときに調圧弁開度を判別する必要がある。これに対し、ライン圧センサ89やプライマリ油圧センサ87は、システムに既存のセンサであり、第1調圧弁73のスプールストロークセンサ等の新たなセンサを追加することがない。また、ライン圧レベルと差圧の大きさを監視することで、第1調圧弁73の調圧弁開度を精度良く判別できる。
したがって、システムに既存のセンサからのセンサ検出値を用いて第1調圧弁73の調圧状態を判定することで、第1調圧弁73の調圧状態が、安価に、かつ、調圧弁開度を含めて精度良く判別される。 In the first embodiment, when the initial phase is set, the pressure regulation state of the first
That is, it is necessary to discriminate the opening of the pressure regulating valve among the pressure regulating states of the first
Therefore, by determining the pressure regulation state of the first
次に、効果を説明する。
実施例1のベルト式無段変速機CVTの制御装置にあっては、下記に列挙する効果を得ることができる。 Next, the effect will be described.
In the control device for the belt type continuously variable transmission CVT according to the first embodiment, the following effects can be obtained.
実施例1のベルト式無段変速機CVTの制御装置にあっては、下記に列挙する効果を得ることができる。 Next, the effect will be described.
In the control device for the belt type continuously variable transmission CVT according to the first embodiment, the following effects can be obtained.
(1) 駆動源(エンジン1)から入力するプライマリプーリ42と、駆動輪6,6へ出力するセカンダリプーリ43と、前記プライマリプーリ42と前記セカンダリプーリ43に掛け渡したベルト44と、前記プライマリプーリ42への実プライマリ油圧を調圧する第1調圧弁74と、前記セカンダリプーリ43への実セカンダリ油圧を調圧する第2調圧弁77と、を備えたベルト式無段変速機CVTの制御装置において、
ベルトスリップ制御許可条件の成立時、前記セカンダリプーリ43へのセカンダリ油圧を加振し、実セカンダリ油圧に含まれる振動成分と実変速比に含まれる振動成分との位相差θを算出する位相差算出手段(位相差算出部96)と、
実セカンダリ油圧の振動成分特性の振幅起点である油圧初期位相と、実変速比の振動成分特性の振幅起点である変速比初期位相と、の差である初期位相α,β,γを、前記第1調圧弁74による実プライマリ油圧の調圧状態の判定に基づき設定する初期位相設定手段(初期位相設定部98)と、
前記位相差算出手段(位相差算出部96)により算出された位相差θを前記初期位相設定手段(初期位相設定部98)により設定された初期位相α,β,γにより補正することでベルトスリップ状態を検知するベルトスリップ状態検知手段(ベルトスリップ状態検知部100)と、
前記ベルトスリップ状態検知手段(ベルトスリップ状態検知部100)によるベルトスリップ状態の検知に基づき、前記ベルト44が両プーリ42,43に対してマイクロスリップ状態を維持するように指令セカンダリ油圧を決め、実セカンダリ油圧を前記第2調圧弁77により調圧するベルトスリップ制御手段(セカンダリ油圧補正量決定部101)と、
を有する(図4)。
このように、ベルトスリップ状態の検知精度を低下させる原因の一つである初期位相α,β,γを、実プライマリ油圧の調圧状態の判定に基づき精度良く取得する構成としたことで、ベルトスリップ制御(BSC)の安定化と、ベルトスリップ制御(BSC)の許可領域拡大と、の両立を図ることができる。 (1) Aprimary pulley 42 that is input from a drive source (engine 1), a secondary pulley 43 that is output to drive wheels 6 and 6, a belt 44 that spans the primary pulley 42 and the secondary pulley 43, and the primary pulley In the control device for the belt-type continuously variable transmission CVT, comprising: a first pressure regulating valve 74 that regulates the actual primary hydraulic pressure to 42; and a second pressure regulating valve 77 that regulates the actual secondary hydraulic pressure to the secondary pulley 43.
When the belt slip control permission condition is satisfied, the secondary hydraulic pressure is applied to thesecondary pulley 43 to calculate the phase difference θ between the vibration component included in the actual secondary hydraulic pressure and the vibration component included in the actual gear ratio. Means (phase difference calculation unit 96);
The initial phases α, β, and γ, which are the differences between the initial hydraulic phase that is the amplitude starting point of the vibration component characteristic of the actual secondary hydraulic pressure and the initial gear ratio phase that is the amplitude starting point of the vibration component characteristic of the actual gear ratio, are Initial phase setting means (initial phase setting unit 98) for setting based on the determination of the pressure regulation state of the actual primary oil pressure by the onepressure regulating valve 74;
The belt slip is corrected by correcting the phase difference θ calculated by the phase difference calculating means (phase difference calculating section 96) with the initial phases α, β, and γ set by the initial phase setting means (initial phase setting section 98). Belt slip state detection means (belt slip state detection unit 100) for detecting the state;
Based on the detection of the belt slip state by the belt slip state detection means (belt slip state detection unit 100), the command secondary hydraulic pressure is determined so that thebelt 44 maintains the micro slip state with respect to the pulleys 42 and 43, Belt slip control means (secondary hydraulic pressure correction amount determining unit 101) for adjusting secondary hydraulic pressure by the second pressure regulating valve 77;
(FIG. 4).
As described above, the initial phase α, β, γ, which is one of the causes for reducing the detection accuracy of the belt slip state, is obtained with high accuracy based on the determination of the actual primary hydraulic pressure adjustment state. It is possible to achieve both the stabilization of the slip control (BSC) and the expansion of the permitted area of the belt slip control (BSC).
ベルトスリップ制御許可条件の成立時、前記セカンダリプーリ43へのセカンダリ油圧を加振し、実セカンダリ油圧に含まれる振動成分と実変速比に含まれる振動成分との位相差θを算出する位相差算出手段(位相差算出部96)と、
実セカンダリ油圧の振動成分特性の振幅起点である油圧初期位相と、実変速比の振動成分特性の振幅起点である変速比初期位相と、の差である初期位相α,β,γを、前記第1調圧弁74による実プライマリ油圧の調圧状態の判定に基づき設定する初期位相設定手段(初期位相設定部98)と、
前記位相差算出手段(位相差算出部96)により算出された位相差θを前記初期位相設定手段(初期位相設定部98)により設定された初期位相α,β,γにより補正することでベルトスリップ状態を検知するベルトスリップ状態検知手段(ベルトスリップ状態検知部100)と、
前記ベルトスリップ状態検知手段(ベルトスリップ状態検知部100)によるベルトスリップ状態の検知に基づき、前記ベルト44が両プーリ42,43に対してマイクロスリップ状態を維持するように指令セカンダリ油圧を決め、実セカンダリ油圧を前記第2調圧弁77により調圧するベルトスリップ制御手段(セカンダリ油圧補正量決定部101)と、
を有する(図4)。
このように、ベルトスリップ状態の検知精度を低下させる原因の一つである初期位相α,β,γを、実プライマリ油圧の調圧状態の判定に基づき精度良く取得する構成としたことで、ベルトスリップ制御(BSC)の安定化と、ベルトスリップ制御(BSC)の許可領域拡大と、の両立を図ることができる。 (1) A
When the belt slip control permission condition is satisfied, the secondary hydraulic pressure is applied to the
The initial phases α, β, and γ, which are the differences between the initial hydraulic phase that is the amplitude starting point of the vibration component characteristic of the actual secondary hydraulic pressure and the initial gear ratio phase that is the amplitude starting point of the vibration component characteristic of the actual gear ratio, are Initial phase setting means (initial phase setting unit 98) for setting based on the determination of the pressure regulation state of the actual primary oil pressure by the one
The belt slip is corrected by correcting the phase difference θ calculated by the phase difference calculating means (phase difference calculating section 96) with the initial phases α, β, and γ set by the initial phase setting means (initial phase setting section 98). Belt slip state detection means (belt slip state detection unit 100) for detecting the state;
Based on the detection of the belt slip state by the belt slip state detection means (belt slip state detection unit 100), the command secondary hydraulic pressure is determined so that the
(FIG. 4).
As described above, the initial phase α, β, γ, which is one of the causes for reducing the detection accuracy of the belt slip state, is obtained with high accuracy based on the determination of the actual primary hydraulic pressure adjustment state. It is possible to achieve both the stabilization of the slip control (BSC) and the expansion of the permitted area of the belt slip control (BSC).
(2) 前記初期位相設定手段(初期位相設定部98)は、前記第1調圧弁74により実プライマリ油圧を調圧している調圧状態のとき、非調圧状態のときの初期位相α,βに比べ、初期位相γを大きく設定する。
このため、(1)の効果に加え、第1調圧弁74が調圧状態であるか非調圧状態であるかにかかわらず、ベルトスリップ状態の検知精度を確保することができる。 (2) The initial phase setting means (initial phase setting unit 98) has an initial phase α, β when the actual primary hydraulic pressure is regulated by the firstpressure regulating valve 74 and when it is not regulated. The initial phase γ is set larger than
For this reason, in addition to the effect of (1), the detection accuracy of the belt slip state can be ensured regardless of whether the firstpressure regulating valve 74 is in the pressure regulating state or the non-pressure regulating state.
このため、(1)の効果に加え、第1調圧弁74が調圧状態であるか非調圧状態であるかにかかわらず、ベルトスリップ状態の検知精度を確保することができる。 (2) The initial phase setting means (initial phase setting unit 98) has an initial phase α, β when the actual primary hydraulic pressure is regulated by the first
For this reason, in addition to the effect of (1), the detection accuracy of the belt slip state can be ensured regardless of whether the first
(3) 前記初期位相設定手段(初期位相設定部98)は、前記第1調圧弁74により実プライマリ油圧を調圧している第1調圧弁調圧状態(C)と、前記第1調圧弁74により実プライマリ油圧を調圧していない非調圧状態を、メカハイ状態(A)と第1調圧弁全開状態(B)に分けたとき、
メカハイ状態(A)<第1調圧弁全開状態(B)<第1調圧弁調圧状態(C)
の関係にて初期位相α,β,γの大きさを設定する。
このため、(2)の効果に加え、第1調圧弁74が非調圧状態であるとき、全閉状態か全開状態かにかかわらず、ベルトスリップ状態の検知精度を確保することができる。 (3) The initial phase setting means (initial phase setting unit 98) includes a first pressure regulating valve pressure regulating state (C) in which the actual primary hydraulic pressure is regulated by the firstpressure regulating valve 74, and the first pressure regulating valve 74. When the non-regulated state in which the actual primary hydraulic pressure is not regulated by is divided into the mechanical high state (A) and the first pressure regulating valve fully opened state (B),
Mechanical high state (A) <first pressure regulating valve fully opened state (B) <first pressure regulating valve pressure regulating state (C)
The magnitudes of the initial phases α, β, and γ are set based on
For this reason, in addition to the effect (2), when the firstpressure regulating valve 74 is in the non-regulated state, it is possible to ensure the detection accuracy of the belt slip state regardless of whether it is in the fully closed state or the fully open state.
メカハイ状態(A)<第1調圧弁全開状態(B)<第1調圧弁調圧状態(C)
の関係にて初期位相α,β,γの大きさを設定する。
このため、(2)の効果に加え、第1調圧弁74が非調圧状態であるとき、全閉状態か全開状態かにかかわらず、ベルトスリップ状態の検知精度を確保することができる。 (3) The initial phase setting means (initial phase setting unit 98) includes a first pressure regulating valve pressure regulating state (C) in which the actual primary hydraulic pressure is regulated by the first
Mechanical high state (A) <first pressure regulating valve fully opened state (B) <first pressure regulating valve pressure regulating state (C)
The magnitudes of the initial phases α, β, and γ are set based on
For this reason, in addition to the effect (2), when the first
(4) 前記初期位相設定手段(初期位相設定部98)は、メカハイ状態(A)のとき初期位相αを0°に設定し、第1調圧弁全開状態(B)のとき初期位相βを90°に設定し、第1調圧弁調圧状態(C)のとき初期位相γを前記第1調圧弁74の調圧弁開度に応じて90°~180°の範囲に設定する。
このため、(3)の効果に加え、第1調圧弁74の3つの調圧モード毎に初期位相α,β,γをそれぞれ設定することで、第1調圧弁74のあらゆる調圧モードにおいて、ベルトスリップ状態の検知精度を確保することができる。 (4) The initial phase setting means (initial phase setting unit 98) sets the initial phase α to 0 ° in the mechanical high state (A), and sets the initial phase β to 90 in the first pressure regulating valve fully opened state (B). The initial phase γ is set in the range of 90 ° to 180 ° in accordance with the pressure regulating valve opening of the firstpressure regulating valve 74 in the first pressure regulating valve pressure regulating state (C).
Therefore, in addition to the effect of (3), by setting the initial phases α, β, and γ for each of the three pressure control modes of the firstpressure control valve 74, in any pressure control mode of the first pressure control valve 74, The detection accuracy of the belt slip state can be ensured.
このため、(3)の効果に加え、第1調圧弁74の3つの調圧モード毎に初期位相α,β,γをそれぞれ設定することで、第1調圧弁74のあらゆる調圧モードにおいて、ベルトスリップ状態の検知精度を確保することができる。 (4) The initial phase setting means (initial phase setting unit 98) sets the initial phase α to 0 ° in the mechanical high state (A), and sets the initial phase β to 90 in the first pressure regulating valve fully opened state (B). The initial phase γ is set in the range of 90 ° to 180 ° in accordance with the pressure regulating valve opening of the first
Therefore, in addition to the effect of (3), by setting the initial phases α, β, and γ for each of the three pressure control modes of the first
(5) 前記第1調圧弁74の上流側にライン圧センサ89を設け、前記第1調圧弁74の下流側にプライマリ油圧センサ87を設け、
前記初期位相設定手段(初期位相設定部98)は、前記第1調圧弁74の調圧状態を、ライン圧PLとプライマリ油圧Ppriのセンサ検出値に基づいて判定する。
このため、(1)~(4)の効果に加え、第1調圧弁73の調圧状態を、既存のセンサを用いて安価に、かつ、調圧弁開度を含めて精度良く判別することができる。 (5) Aline pressure sensor 89 is provided on the upstream side of the first pressure regulating valve 74, and a primary hydraulic pressure sensor 87 is provided on the downstream side of the first pressure regulating valve 74,
The initial phase setting means (initial phase setting unit 98) determines the pressure regulation state of the firstpressure regulating valve 74 based on sensor detection values of the line pressure PL and the primary hydraulic pressure Ppri.
For this reason, in addition to the effects (1) to (4), the pressure regulation state of the firstpressure regulating valve 73 can be discriminated at low cost and accurately including the pressure regulating valve opening using an existing sensor. it can.
前記初期位相設定手段(初期位相設定部98)は、前記第1調圧弁74の調圧状態を、ライン圧PLとプライマリ油圧Ppriのセンサ検出値に基づいて判定する。
このため、(1)~(4)の効果に加え、第1調圧弁73の調圧状態を、既存のセンサを用いて安価に、かつ、調圧弁開度を含めて精度良く判別することができる。 (5) A
The initial phase setting means (initial phase setting unit 98) determines the pressure regulation state of the first
For this reason, in addition to the effects (1) to (4), the pressure regulation state of the first
以上、本発明のベルト式無段変速機の制御装置を実施例1に基づき説明してきたが、具体的な構成については、この実施例1に限られるものではなく、特許請求の範囲の各請求項に係る発明の要旨を逸脱しない限り、設計の変更や追加等は許容される。
As mentioned above, although the control apparatus of the belt type continuously variable transmission of the present invention has been described based on the first embodiment, the specific configuration is not limited to the first embodiment, and each claim of the claims Design changes and additions are permitted without departing from the spirit of the invention according to the paragraph.
実施例1では、加振する手段として、指示セカンダリ油圧に適切な振動成分を与える例を示したが、ソレノイド電流値に適切な振動成分を与えるような例であっても良い。
In the first embodiment, an example in which an appropriate vibration component is given to the command secondary hydraulic pressure as the means for vibrating is shown, but an example in which an appropriate vibration component is given to the solenoid current value may be used.
実施例1では、ベルト式無段変速機を搭載したエンジン車両への適用例を示したが、ベルト式無段変速機を搭載したハイブリッド車両やベルト式無段変速機を搭載した電気自動車等に対しても適用することができる。要するに、第1調圧弁と第2調圧弁を用いて変速制御を行うベルト式無段変速機を搭載した車両であれば適用できる。
In the first embodiment, an example of application to an engine vehicle equipped with a belt-type continuously variable transmission is shown. However, the present invention is applied to a hybrid vehicle equipped with a belt-type continuously variable transmission or an electric vehicle equipped with a belt-type continuously variable transmission. It can also be applied to. In short, the present invention can be applied to any vehicle equipped with a belt-type continuously variable transmission that performs shift control using the first pressure regulating valve and the second pressure regulating valve.
Claims (7)
- 駆動源から入力するプライマリプーリと、駆動輪へ出力するセカンダリプーリと、前記プライマリプーリと前記セカンダリプーリに掛け渡したベルトと、前記プライマリプーリへの実プライマリ油圧を調圧する第1調圧弁と、前記セカンダリプーリへの実セカンダリ油圧を調圧する第2調圧弁と、を備えたベルト式無段変速機の制御装置において、
ベルトスリップ制御許可条件の成立時、前記セカンダリプーリへのセカンダリ油圧を加振し、実セカンダリ油圧に含まれる振動成分と実変速比に含まれる振動成分との位相差を算出する位相差算出手段と、
実セカンダリ油圧の振動成分特性の振幅起点である油圧初期位相と、実変速比の振動成分特性の振幅起点である変速比初期位相と、の差である初期位相を、前記第1調圧弁による実プライマリ油圧の調圧状態の判定に基づき設定する初期位相設定手段と、
前記位相差算出手段により算出された位相差を前記初期位相設定手段により設定された初期位相により補正することでベルトスリップ状態を検知するベルトスリップ状態検知手段と、
前記ベルトスリップ状態検知手段によるベルトスリップ状態の検知に基づき、前記ベルトが両プーリに対してマイクロスリップ状態を維持するように指令セカンダリ油圧を決め、実セカンダリ油圧を前記第2調圧弁により調圧するベルトスリップ制御手段と、
を有することを特徴とするベルト式無段変速機の制御装置。 A primary pulley that is input from a drive source, a secondary pulley that is output to a drive wheel, a belt that spans the primary pulley and the secondary pulley, a first pressure regulating valve that regulates an actual primary hydraulic pressure to the primary pulley, A control device for a belt-type continuously variable transmission, comprising: a second pressure regulating valve that regulates the actual secondary hydraulic pressure to the secondary pulley;
Phase difference calculating means for exciting a secondary hydraulic pressure to the secondary pulley and calculating a phase difference between a vibration component included in the actual secondary hydraulic pressure and a vibration component included in the actual gear ratio when the belt slip control permission condition is satisfied; ,
The initial phase, which is the difference between the initial hydraulic phase that is the amplitude starting point of the vibration component characteristic of the actual secondary hydraulic pressure, and the initial transmission gear ratio phase that is the amplitude starting point of the vibration component characteristic of the actual gear ratio, is expressed by the first pressure regulating valve. Initial phase setting means for setting based on the determination of the regulation state of the primary hydraulic pressure;
Belt slip state detecting means for detecting a belt slip state by correcting the phase difference calculated by the phase difference calculating means by the initial phase set by the initial phase setting means;
A belt that determines a command secondary hydraulic pressure so that the belt maintains a micro slip state with respect to both pulleys based on detection of a belt slip state by the belt slip state detection means, and regulates an actual secondary hydraulic pressure by the second pressure regulating valve. Slip control means;
A control device for a belt-type continuously variable transmission. - 請求項1に記載されたベルト式無段変速機の制御装置において、
前記初期位相設定手段は、前記第1調圧弁により実プライマリ油圧を調圧している調圧状態のとき、非調圧状態のときの初期位相に比べ、初期位相を大きく設定する
ことを特徴とするベルト式無段変速機の制御装置。 In the control device for the belt type continuously variable transmission according to claim 1,
The initial phase setting means sets the initial phase to be larger when compared with the initial phase when the actual primary oil pressure is adjusted by the first pressure regulating valve than when the non-regulated state is being adjusted. Control device for belt type continuously variable transmission. - 請求項2に記載されたベルト式無段変速機の制御装置において、
前記第1調圧弁及び前記第2調圧弁が、圧力制御弁である油圧システムを備え、
前記初期位相設定手段は、前記第1調圧弁により実プライマリ油圧を調圧している第1調圧弁調圧状態と、前記第1調圧弁により実プライマリ油圧を調圧していない非調圧状態を、メカハイ状態と第1調圧弁全開状態に分けたとき、
メカハイ状態<第1調圧弁全開状態<第1調圧弁調圧状態
の関係にて初期位相の大きさを設定する
ことを特徴とするベルト式無段変速機の制御装置。 In the control device for the belt-type continuously variable transmission according to claim 2,
The first pressure regulating valve and the second pressure regulating valve comprise a hydraulic system that is a pressure control valve,
The initial phase setting means includes a first pressure regulating valve pressure regulating state in which the actual primary hydraulic pressure is regulated by the first pressure regulating valve, and a non-pressure regulating state in which the actual primary hydraulic pressure is not regulated by the first pressure regulating valve, When divided into the mechanical high state and the first pressure regulating valve fully open state,
A control device for a belt-type continuously variable transmission, wherein the magnitude of the initial phase is set according to the relationship of mechanical high state <first pressure regulating valve fully opened state <first pressure regulating valve pressure regulating state. - 請求項2に記載されたベルト式無段変速機の制御装置において、
前記第1調圧弁及び前記第2調圧弁が、流量制御弁である油圧システムを備え、
前記初期位相設定手段は、前記第1調圧弁が全閉で調圧していない第1調圧弁全閉状態と、前記第1調圧弁が全閉以外の弁開度であり調圧状態あるいは全開状態による第1調圧弁非全閉状態と、に分けたとき、
第1調圧弁全閉状態<第1調圧弁非全閉状態
の関係にて初期位相の大きさを設定する
ことを特徴とするベルト式無段変速機の制御装置。 In the control device for the belt-type continuously variable transmission according to claim 2,
The first pressure regulating valve and the second pressure regulating valve comprise a hydraulic system that is a flow control valve,
The initial phase setting means includes a first pressure regulating valve fully closed state in which the first pressure regulating valve is not fully closed and pressure regulation, and the first pressure regulating valve has a valve opening other than a fully closed state and is in a pressure regulating state or a fully opened state. When divided into the first pressure regulating valve non-fully closed state by
A control device for a belt-type continuously variable transmission, wherein the magnitude of the initial phase is set according to the relationship of the first pressure regulating valve fully closed state <the first pressure regulating valve non-fully closed state. - 請求項3に記載されたベルト式無段変速機の制御装置において、
前記初期位相設定手段は、メカハイ状態のとき初期位相を0°に設定し、第1調圧弁全開状態のとき初期位相を90°に設定し、第1調圧弁調圧状態のとき初期位相を前記第1調圧弁の調圧弁開度に応じて90°~180°の範囲に設定する
ことを特徴とするベルト式無段変速機の制御装置。 In the control device for the belt type continuously variable transmission according to claim 3,
The initial phase setting means sets the initial phase to 0 ° when in the mechanical high state, sets the initial phase to 90 ° when the first pressure regulating valve is fully open, and sets the initial phase when the first pressure regulating valve is in the regulated state. A control device for a belt-type continuously variable transmission, characterized in that it is set in a range of 90 ° to 180 ° according to the pressure regulating valve opening of the first pressure regulating valve. - 請求項3に記載されたベルト式無段変速機の制御装置において、
前記初期位相設定手段は、第1調圧弁全閉状態のとき初期位相を0°に設定し、第1調圧弁非全閉状態のとき初期位相を90°に設定する
ことを特徴とするベルト式無段変速機の制御装置。 In the control device for the belt type continuously variable transmission according to claim 3,
The initial phase setting means sets the initial phase to 0 ° when the first pressure regulating valve is fully closed, and sets the initial phase to 90 ° when the first pressure regulating valve is not fully closed. Control device for continuously variable transmission. - 請求項1から6までの何れか1項に記載されたベルト式無段変速機の制御装置において、
前記第1調圧弁の上流側にライン圧センサを設け、前記第1調圧弁の下流側にプライマリ油圧センサを設け、
前記初期位相設定手段は、前記第1調圧弁の調圧状態を、ライン圧とプライマリ油圧のセンサ検出値に基づいて判定する
ことを特徴とするベルト式無段変速機の制御装置。 In the control apparatus of the belt type continuously variable transmission according to any one of claims 1 to 6,
A line pressure sensor is provided upstream of the first pressure regulating valve, and a primary hydraulic pressure sensor is provided downstream of the first pressure regulating valve;
The control device for a belt-type continuously variable transmission, wherein the initial phase setting means determines a pressure regulation state of the first pressure regulation valve based on sensor detection values of a line pressure and a primary oil pressure.
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WO2015125718A1 (en) * | 2014-02-20 | 2015-08-27 | ジヤトコ株式会社 | Hydraulic control device and method for controlling same |
JP2020133662A (en) * | 2019-02-13 | 2020-08-31 | 株式会社Subaru | Control device of continuously variable transmission |
JP2021110387A (en) * | 2020-01-09 | 2021-08-02 | トヨタ自動車株式会社 | Diagnostic device for vehicle |
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JP2003065428A (en) * | 2001-03-02 | 2003-03-05 | Toyota Central Res & Dev Lab Inc | Pulley thrust controller for belt type continuously variable transmission |
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JP2003065428A (en) * | 2001-03-02 | 2003-03-05 | Toyota Central Res & Dev Lab Inc | Pulley thrust controller for belt type continuously variable transmission |
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
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WO2015125718A1 (en) * | 2014-02-20 | 2015-08-27 | ジヤトコ株式会社 | Hydraulic control device and method for controlling same |
CN105980747A (en) * | 2014-02-20 | 2016-09-28 | 加特可株式会社 | Hydraulic control device and method for controlling same |
JPWO2015125718A1 (en) * | 2014-02-20 | 2017-03-30 | ジヤトコ株式会社 | Hydraulic control device and control method thereof |
CN105980747B (en) * | 2014-02-20 | 2018-01-05 | 加特可株式会社 | Hydraulic pressure control device and its control method |
JP2020133662A (en) * | 2019-02-13 | 2020-08-31 | 株式会社Subaru | Control device of continuously variable transmission |
JP7272811B2 (en) | 2019-02-13 | 2023-05-12 | 株式会社Subaru | control device for continuously variable transmission |
JP2021110387A (en) * | 2020-01-09 | 2021-08-02 | トヨタ自動車株式会社 | Diagnostic device for vehicle |
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