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WO2018101283A1 - Dispositif de commande de pression d'huile de transmission et procédé de commande pour transmission à variation continue - Google Patents

Dispositif de commande de pression d'huile de transmission et procédé de commande pour transmission à variation continue Download PDF

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Publication number
WO2018101283A1
WO2018101283A1 PCT/JP2017/042705 JP2017042705W WO2018101283A1 WO 2018101283 A1 WO2018101283 A1 WO 2018101283A1 JP 2017042705 W JP2017042705 W JP 2017042705W WO 2018101283 A1 WO2018101283 A1 WO 2018101283A1
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WO
WIPO (PCT)
Prior art keywords
pressure
pulley
primary
control
transmission
Prior art date
Application number
PCT/JP2017/042705
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English (en)
Japanese (ja)
Inventor
盛弼 柳
洛鎬 李
官容 申
恩惠 金
京南 金
テヨン 金
赫鎭 卞
Original Assignee
ジヤトコ株式会社
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Publication date
Application filed by ジヤトコ株式会社 filed Critical ジヤトコ株式会社
Priority to JP2018554169A priority Critical patent/JP6700419B2/ja
Publication of WO2018101283A1 publication Critical patent/WO2018101283A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed- or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/38—Inputs being a function of speed of gearing elements
    • 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
    • F16H61/02—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 characterised by the signals used

Definitions

  • the present invention relates to a transmission hydraulic pressure control device and a control method for a continuously variable transmission that supplies a transmission hydraulic pressure adjusted based on oil discharged from an oil pump to a primary pulley and a secondary pulley of a variator.
  • Patent Document 1 a control device for an electric oil pump for a vehicle that changes the driving frequency of the electric oil pump according to the vehicle state in order to reduce noise generated when the electric oil pump is driven.
  • the noise (noise) generated in the above prior art is generated in the electric oil pump, but is not limited to the electric oil pump, and is also generated in the oil pump driven by the engine. Moreover, although the noise (noise) generated in the above-described prior art is generated in the electric oil pump alone, the generation of noise is not limited to the oil pump alone in this way, and the oil pump and other rotating bodies (for example, This also occurs due to a resonance phenomenon with the secondary pulley.
  • Oil pump noise may occur.
  • this oil pump noise is generated in a state just before stopping or when the vehicle is stopped, where road noise, engine sound, etc. are small compared to when traveling, there is a problem that it is likely to be uncomfortable for the driver.
  • the present invention has been made paying attention to the above-mentioned problem, and aims to reduce the occurrence of oil pump noise that makes the driver feel uncomfortable while suppressing the occurrence of belt slip and unintentional shift.
  • the present invention provides an oil pump, a variator whose gear ratio is controlled by changing a pulley width by a transmission hydraulic pressure adjusted based on a discharge pressure from the oil pump, and a transmission hydraulic pressure A control unit.
  • the transmission hydraulic pressure control unit supplies the primary pressure and the secondary pressure adjusted according to the target transmission gear ratio to the primary pulley and the secondary pulley, respectively.
  • the pulley rotational speed at which the gear ratio of the variator does not change even when the secondary pressure is reduced control for reducing the secondary pressure is started.
  • the cause of the oil pump noise is the fluctuation component of the secondary pressure, and reducing the secondary pressure reduces the oil pump noise and improves the sense of incongruity.
  • the pulley rotation speed at which the gear ratio of the variator does not change even if the secondary pressure is lowered that is, the secondary pressure is lowered when the vehicle state is not shifted even if the balance pressure between the primary pressure and the secondary pressure collapses. Control was started. As a result, it is possible to reduce the occurrence of oil pump noise that makes the driver feel uncomfortable while suppressing the occurrence of belt slippage and unintentional shifting due to starting secondary pressure reduction control regardless of the vehicle state. .
  • 1 is an overall system diagram showing a drive system and a control system of an engine vehicle to which a transmission hydraulic pressure control device and a control method for a continuously variable transmission according to a first embodiment are applied.
  • It is a shift schedule figure which shows an example of the shift schedule used when shifting hydraulic pressure control is performed by the variator mounted in the drive system of the engine vehicle.
  • It is an external appearance block diagram which shows the external appearance outline
  • 6 is a flowchart showing a flow of a shift hydraulic pressure control process executed by the CVT control unit of the first embodiment.
  • FIG. 6 is a time chart showing the characteristics of post-F / B SEC command pressure, SEC command pressure, and SEC actual pressure when the SEC actual pressure drop condition, which is one of the exit conditions for ending noise reduction control, is satisfied.
  • Time chart showing characteristics of accelerator operation, brake operation, vehicle speed, gradient, engine speed, primary pulse, timer value, control approach flag, SEC command pressure, PRI command pressure, PRI lower limit pressure when noise reduction control is executed It is. It is a time chart which shows each characteristic of SEC command pressure, SEC command pressure, and SEC actual pressure after F / B which expanded the field surrounded by arrow H of Drawing 6 where noise reduction control is started.
  • the transmission hydraulic pressure control device and the control method in the first embodiment are applied to an engine vehicle equipped with a belt type continuously variable transmission mechanism called a variator.
  • a variator a belt type continuously variable transmission mechanism
  • the configuration of the first embodiment will be described by dividing it into an “overall system configuration”, a “secondary pressure oil passage configuration”, and a “shift oil pressure control processing configuration”.
  • FIG. 1 shows a drive system and a control system of an engine vehicle to which a transmission hydraulic pressure control device and a control method for a continuously variable transmission according to a first embodiment are applied.
  • FIG. An example of the shift schedule used is shown.
  • the overall system configuration will be described below with reference to FIGS.
  • the drive system of the engine vehicle includes an engine 1, a torque converter 2, a forward / reverse switching mechanism 3, a variator 4 (belt-type continuously variable transmission mechanism), a final reduction mechanism 5, and drive wheels. 6 and 6.
  • 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 a starting element having a torque increasing function.
  • 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 variator 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 using a plurality of clutch plates, and a reverse brake 32 using a plurality of brake plates.
  • the forward clutch 31 is hydraulically engaged by the forward clutch pressure Pfc when a forward travel range such as the D range is selected.
  • the reverse brake 32 is hydraulically engaged by the reverse brake pressure Prb when the reverse travel range such as the R range is selected.
  • the forward clutch 31 and the reverse brake 32 are both released by draining the forward clutch pressure Pfc and the reverse brake pressure Prb when the N range (neutral range, non-traveling range) is selected.
  • the variator 4 has a primary pulley 42, a secondary pulley 43, and a pulley belt 44, and changes a gear ratio (a ratio between a variator input rotation speed and a variator output rotation speed) steplessly by changing a belt contact diameter.
  • a continuously variable transmission function is provided.
  • the primary pulley 42 includes a fixed pulley 42 a and a slide pulley 42 b arranged on the same axis as the variator input shaft 40, and the slide pulley 42 b is slid by the primary pressure Ppri guided to the primary pressure chamber 45.
  • the secondary pulley 43 includes a fixed pulley 43 a and a slide pulley 43 b that are arranged coaxially with the variator output shaft 41, and the slide pulley 43 b is slid by the secondary pressure Psec guided to the secondary pressure chamber 46.
  • the pulley belt 44 is stretched between a sheave surface that forms a V shape of the primary pulley 42 and a sheave surface that forms a V shape of the secondary pulley 43.
  • the pulley belt 44 is formed of two sets of laminated rings in which a large number of annular rings are stacked from the inside to the outside and a plurality of punched plate members, and is attached by being laminated in an annular manner by being sandwiched along the two sets of laminated rings. It is composed of elements.
  • the pulley belt 44 may be a chain-type belt in which a large number of chain elements arranged in the pulley traveling direction are coupled by pins penetrating in the pulley axial direction.
  • the final deceleration mechanism 5 is a mechanism that decelerates the variator output rotation speed from the variator output shaft 41 and transmits it to the left and right drive wheels 6 and 6 while providing a differential function.
  • the final reduction mechanism 5 is provided as a reduction gear mechanism at the outer peripheral position of the first gear 52 provided on the variator output shaft 41, the second gear 53 and the third gear 54 provided on the idler shaft 50, and the differential case. And a fourth gear 55.
  • the differential gear mechanism includes a differential gear 56 interposed between the left and right drive shafts 51, 51.
  • the engine vehicle control system includes a hydraulic control unit 7 that is a hydraulic control system and a CVT control unit 8 that is an electronic control system.
  • the hydraulic control unit 7 includes a primary pressure Ppri guided to the primary pressure chamber 45, a secondary pressure Psec guided to the secondary pressure chamber 46, a forward clutch pressure Pfc to the forward clutch 31, and a reverse brake pressure Prb to the reverse brake 32. And a unit for regulating the pressure.
  • the hydraulic control unit 7 includes an oil pump 70 that is rotationally driven by the engine 1 that is a travel drive source, and a hydraulic control circuit 71 that adjusts various control pressures based on the discharge pressure from the oil pump 70. .
  • the hydraulic control circuit 71 includes a line pressure solenoid valve 72, a primary pressure solenoid valve 73, a secondary pressure solenoid valve 74, a forward clutch pressure solenoid valve 75, and a reverse brake pressure solenoid valve 76.
  • Each solenoid valve 72, 73, 74, 75, 76 adjusts to each command pressure by varying the ON / OFF ratio (duty ratio) according to the duty command value output from the CVT control unit 8.
  • the line pressure solenoid valve 72 adjusts the discharge pressure from the oil pump 70 to the commanded line pressure PL in accordance with the line pressure command value output from the CVT control unit 8.
  • the line pressure PL is a source pressure when adjusting various control pressures, and is a hydraulic pressure that suppresses belt slip and clutch slip against torque transmitted through the drive system.
  • the primary pressure solenoid valve 73 adjusts the pressure to the primary pressure Ppri commanded using the line pressure PL as the original pressure according to the primary pressure command value output from the CVT control unit 8.
  • the secondary pressure solenoid valve 74 adjusts the pressure to the secondary pressure Psec commanded using the line pressure PL as the original pressure in accordance with the secondary pressure command value output from the CVT control unit 8.
  • the forward clutch pressure solenoid valve 75 adjusts the pressure to the forward clutch pressure Pfc commanded using the line pressure PL as the original pressure according to the forward clutch pressure command value output from the CVT control unit 8.
  • the reverse brake pressure solenoid valve 76 reduces the pressure to the reverse brake pressure Prb commanded using the line pressure PL as the original pressure in accordance with the reverse brake pressure command value output from the CVT control unit 8.
  • the CVT control unit 8 performs line pressure control, shift hydraulic pressure control, forward / reverse switching control, and the like.
  • line pressure control a command value for obtaining a target line pressure corresponding to the throttle opening degree is output to the line pressure solenoid valve 72.
  • transmission hydraulic pressure control when the target speed ratio (target primary rotational speed Npri * ) is determined, command values for obtaining the determined target speed ratio (target primary rotational speed Npri * ) are sent to the primary pressure solenoid valve 73 and the secondary pressure solenoid valve 74.
  • Output In the forward / reverse switching control, a command value for controlling the engagement / release of the forward clutch 31 and the reverse brake 32 is output to the forward clutch pressure solenoid valve 75 and the reverse brake pressure solenoid valve 76 according to the selected range position.
  • the CVT control unit 8 includes a primary pulley rotational speed sensor 80, a vehicle speed sensor 81, a secondary pressure sensor 82, an oil temperature sensor 83, an inhibitor switch 84, a brake switch 85, an accelerator opening sensor 86, a primary pressure sensor 87, and a longitudinal G sensor. Sensor information and switch information from 89, etc. are input. Further, engine torque information is input from the engine control unit 88 to which sensor information from the engine rotation speed sensor 12 is input, and an engine torque request is output to the engine control unit 88.
  • the primary pulley rotational speed sensor 80 is a sensor that detects the primary pulley rotational speed based on a pulse count number that is the number of pulse wave signal counts.
  • the vehicle speed sensor 81 is a sensor that detects the transmission output rotation speed based on the pulse count number that is the number of counts of the pulse wave signal.
  • the inhibitor switch 84 detects the selected range position (D range, N range, R range, etc.) and outputs a range position signal corresponding to the range position.
  • the normal shift hydraulic pressure control executed by the CVT control unit 8 is the shift of FIG. 2 specified by the vehicle speed VSP detected by the vehicle speed sensor 81 and the accelerator opening APO detected by the accelerator opening sensor 86. This is done by determining the target primary rotational speed Npri * based on the operating points (VSP, APO) on the schedule.
  • the speed change schedule is set so as to change the speed ratio steplessly within the range of the speed ratio range by the lowest gear ratio and the highest gear ratio according to the operating point (VSP, APO). ing.
  • VSP operating point
  • the target primary rotation speed Npri * increases and shifts in the downshift direction
  • the accelerator depressing operation is performed, the target primary rotation speed Npri * decreases. Shift in the upshift direction.
  • the accelerator opening APO is constant, the vehicle shifts in the upshift direction when the vehicle speed VSP increases, and the vehicle shifts in the downshift direction when the vehicle speed VSP decreases.
  • FIG. 3 shows the appearance of the belt type continuously variable transmission unit 9 mounted in the power unit chamber of the engine vehicle by elastic support to the vehicle body.
  • the secondary pressure oil passage configuration will be described with reference to FIG.
  • the belt-type continuously variable transmission unit 9 includes a transmission case 90, a side cover 91 fixed to one side opening of the case, a converter case 92 fixed to the other side opening of the case, and a bottom of the case An oil pan 93 fixed to the opening.
  • the forward / reverse switching mechanism 3 In a space formed by the transmission case 90 and the side cover 91, the forward / reverse switching mechanism 3, the variator 4, the final reduction mechanism 5, and the hydraulic control circuit 71 are built.
  • torque converter 2 is built in a space formed by converter case 92, and converter case 92 is coupled to engine 1.
  • the belt-type continuously variable transmission unit 9 is combined with the engine 1 to form a power unit.
  • This power unit is disposed in the power unit chamber on the front side in a horizontal position and elastically moves to the vehicle body via a plurality of power unit mounts. Supported.
  • the side cover 91 supports the shaft end portion of the pulley shaft of the primary pulley 42 of the variator 4 and also supports the shaft end portion of the pulley shaft of the secondary pulley 43.
  • the side cover 91 is formed with a secondary pressure oil passage 94 that guides the secondary pressure Psec from the oil pump 70 to the secondary pressure chamber 46 of the secondary pulley 43 via the hydraulic control circuit 71. Yes.
  • a unit side mounting bracket 95 is fixed to the side cover 91. That is, the secondary pressure oil passage 94 and the unit-side mount bracket 95 are arranged at positions close to each other in the side cover 91.
  • FIG. 4 shows the flow of the shift hydraulic pressure control process executed by the CVT control unit 8 of the first embodiment. In the following, each step of FIG. 4 representing the transmission hydraulic pressure control processing configuration will be described. This shift hydraulic pressure control process is executed when a travel range (D range or R range) is selected.
  • step S1 it is determined whether or not the vehicle is stopped in a situation where the accelerator is OFF and the brake is ON. If YES (stopped), the process proceeds to step S2, and if NO (running), the process proceeds to step S6.
  • accelerator OFF information is acquired from the accelerator opening sensor 86
  • brake ON information is acquired from the brake switch 85. Whether or not the vehicle is stopped is determined by using vehicle speed information from the vehicle speed sensor 81 that detects the output rotation speed of the variator 4 and when the vehicle speed sensor value indicates a stop determination value.
  • step S2 following the determination that the vehicle is stopped in step S1, it is determined whether or not the road surface on which the vehicle is stopped is flat. If YES (flat ground), the process proceeds to step S3. If NO (gradient ground), the process proceeds to step S6.
  • whether or not the stop road surface is flat is determined when the sensor value from the front and rear G sensor 89 satisfies the flat ground determination lower limit value ⁇ the front and rear G sensor value ⁇ the flat ground determination upper limit value.
  • the flat ground determination lower limit value> the front and rear G sensor value or the front and rear G sensor value> the flat ground determination upper limit value it is determined that the stop road surface is a slope.
  • step S3 it is determined whether or not the engine rotation speed is equal to or lower than the idle rotation determination value following the determination that the road is flat in step S2. If YES (engine rotation speed ⁇ idle rotation determination value), the process proceeds to step S4. If NO (engine rotation speed> idle rotation determination value), the process proceeds to step S6.
  • information on the engine speed is acquired from the engine speed sensor 12.
  • the “idle rotation determination value” is set to a value indicating that the rotation speed of the engine 1 has been reduced to the idle rotation speed range.
  • step S4 following the determination in step S3 that the engine rotation speed is equal to or less than the idle rotation determination value, the primary pulley rotation speed is in a low rotation state by checking the pulse wave signal from the primary pulley rotation speed sensor 80. It is determined whether or not. If YES (primary pulley rotation speed is low), the process proceeds to step S5. If NO (primary pulley rotation speed is not low), the process proceeds to step S6.
  • YES primary pulley rotation speed is low
  • NO primary pulley rotation speed is not low
  • step S6 when determining the low rotation state of the primary pulley rotation speed, when a pulse wave signal is input from the primary pulley rotation speed sensor 80, counting of the timer value is started from the down edge of the pulse wave signal.
  • next pulse wave signal is not input even after the timer value has passed a threshold value (for example, 0.5 sec), it is determined that the primary pulley rotation speed has become a low rotation state. That is, if the next pulse wave signal is input before the timer value passes the threshold, it is determined that the primary pulley rotational speed is not yet in a low rotational state.
  • the threshold value of the timer value is set to a time required to determine that the variator 4 has reached the pulley rotation speed in the pulley rotation stop state in which the gear ratio does not change to the upshift side even when the secondary pressure Psec is decreased. .
  • step S5 following the determination that the primary pulley rotation speed is in the low rotation state in step S4, it is determined whether there is a restriction to reduce the secondary pressure Psec. If YES (no secondary pressure lowering restriction), the process proceeds to step S6, and if NO (secondary pressure lowering restriction is present), the process proceeds to step S6.
  • the reduction regulation determination of the secondary pressure Psec is, for example, that the secondary pressure Psec is regulated to be lower when the secondary pressure Psec is raised by the intervention of other shift hydraulic pressure control than the noise reduction control of the first embodiment. to decide. And the noise reduction control process after step S7 is not performed.
  • step S6 following the determination of NO in any of steps S1, S2, S3, S4, and S5, normal shift hydraulic pressure control is executed, and the process proceeds to return.
  • the normal transmission hydraulic pressure control means feedback control of the differential pressure between the primary pressure Ppri and the secondary pressure Psec so that the actual primary rotation speed Npri converges to the target primary rotation speed Npri * .
  • the primary pressure Ppri and the secondary pressure Psec instead of lowering or raising only one of the primary pressure Ppri and the secondary pressure Psec, it is assumed that both the pressures Ppri and Psec are lowered or raised, so that the primary pulley 42 and the secondary pulley 43 The balance thrust is maintained.
  • step S7 following the determination in step S5 that there is no secondary pressure reduction restriction, the lower limit pressure (PRI lower limit pressure) of the primary command pressure is increased to the primary lower limit pressure B, and the process proceeds to step S8. If it is determined in step S5 that there is no secondary pressure reduction restriction, it is determined that the conditions for entering the noise reduction control in steps S1, S2, S3, S4, and S5 are satisfied, and the control entry flag that starts the noise reduction control is determined. Is established.
  • the “primary lower limit pressure B” is a hydraulic pressure higher than the primary pressure Ppri set by the balance thrust between the primary pulley 42 and the secondary pulley 43 and is a torque input from the engine 1 in the idling rotation state.
  • the hydraulic pressure for example, 0.7 MPa
  • step S8 following the determination that the PRI lower limit pressure is increased to the PRI lower limit pressure B in step S7 or that the release condition is not satisfied in step S12, the actual secondary pressure Psec is added to the secondary target pressure A by a hysteresis amount ⁇ . It is determined whether or not the value is equal to or greater than the value added. If YES (actual SEC pressure ⁇ A + ⁇ ), the process proceeds to step S9. If NO (actual SEC pressure ⁇ A + ⁇ ), the process proceeds to step S10. Here, the information of “actual secondary pressure Psec” is acquired from a sensor signal from the secondary pressure sensor 82.
  • the “secondary target pressure A” is set to the maximum pressure (for example, 0.8 MPa) in the secondary pressure region in which the oil pump noise confirmed by the experiment is reduced.
  • “Hysteresis ⁇ ” is set to a value that suppresses hydraulic control hunting of the secondary pressure Psec.
  • step S9 following the determination that the actual SEC pressure ⁇ A + ⁇ in step S8, the secondary command pressure by the secondary pressure command value output to the secondary pressure solenoid valve 74 is lowered, and the process proceeds to step S12.
  • the secondary command pressure is lowered with a steep command pressure drop characteristic, and when the actual SEC pressure approaches from (A + ⁇ ) to less than the predetermined pressure.
  • the slope of the secondary command pressure drop characteristic is moderated. That is, in the actual SEC pressure decrease control, the secondary command pressure decrease gradient is determined so as to achieve both responsiveness (steep gradient) and convergence (slow gradient).
  • step S10 following the determination that the actual SEC pressure ⁇ A + ⁇ in step S8, it is determined whether the actual secondary pressure Psec is equal to or lower than the secondary target pressure A. If YES (actual SEC pressure ⁇ A), the process proceeds to step S11. If NO (actual SEC pressure> A), the process proceeds to step S12. “Secondary target pressure A” is the same value as in step S8.
  • step S11 following the determination that the actual SEC pressure ⁇ A in step S6, the secondary command pressure (SEC command pressure) at that time is maintained as it is, and the process proceeds to step S12.
  • step S12 following the decrease in the SEC command pressure in step S9, or the determination that the actual SEC pressure> A in step S10, or the maintenance of the SEC pressure in step S11, the noise reduction control is terminated. It is determined whether the condition is satisfied. If YES (exit condition is satisfied), the process proceeds to step S13. If NO (exit condition is not satisfied), the process returns to step S8.
  • the determination of whether or not the missing condition is established is that the missing condition is not established while all of the following six conditions are not established, and when one of the following six conditions is established, it is determined that the missing condition is established. .
  • Six specific conditions are: 1.
  • step S13 following the determination that the removal condition is satisfied in step S12, the primary command pressure, which is suppressed by the PRI lower limit pressure B, is reduced and returned to the original value, and the reduced secondary command pressure is increased. Undo and proceed to return.
  • step S13 when it is determined in step S12 that the noise reduction control missing condition is satisfied, the control approach flag set during the control is lowered.
  • the operation of the first embodiment will be described by dividing it into “transmission oil pressure control processing operation”, “background art and problems of transmission oil pressure control”, “transmission oil pressure control operation”, and “characteristic operation of transmission oil pressure control”.
  • step S6 return The forward flow is repeated.
  • step S6 normal transmission hydraulic pressure control is executed.
  • step S1 to step S2 to step S6 to return is repeated.
  • step S6 normal transmission hydraulic pressure control is executed.
  • step S1 When the stop condition and the flat ground condition are satisfied, but the idle rotation condition is not satisfied, the flow of step S1, step S2, step S3, step S6 and return is repeated. In step S6, normal transmission hydraulic pressure control is executed.
  • step S6 normal transmission hydraulic pressure control is executed.
  • step S1 step S2, step S3, step S4, step S5, step S6, and return.
  • step S6 normal transmission hydraulic pressure control is executed.
  • step S the control for increasing the primary lower limit pressure to the primary lower limit pressure B is performed because the entry condition for the noise reduction control is satisfied.
  • step S8 it is determined whether or not the actual secondary pressure Psec is equal to or greater than the value obtained by adding the hysteresis amount ⁇ to the secondary target pressure A. Then, while it is determined that the actual SEC pressure ⁇ A + ⁇ , the flow from step S8 ⁇ step S9 ⁇ step S12 is repeated, and in step S9, the secondary command pressure based on the secondary pressure command value output to the secondary pressure solenoid valve 74 is obtained. Control to lower is started.
  • step S8 If it is determined that the actual SEC pressure ⁇ A + ⁇ is established by starting the control to lower the secondary command pressure, the process proceeds from step S8 to step S10, while the actual SEC pressure> A is determined in step S10. The flow from step S8 to step S10 to step S12 is repeated. During this time, the control until then is taken over and the secondary command pressure is lowered.
  • step S10 If it is determined in step S10 that the actual SEC pressure ⁇ A, the flow from step S8 to step S10 ⁇ step S11 ⁇ step S12 is repeated, and in step S11, the secondary command pressure at that time is maintained as it is.
  • the flow of going from step S8 ⁇ step S10 ⁇ step S12 is repeated until the actual SEC pressure ⁇ A + ⁇ is determined. During this time, the control until then is taken over and the secondary command pressure is maintained.
  • the actual secondary pressure Psec is lowered to the secondary target pressure A by repeating the control operation for lowering the secondary command pressure and the control operation for maintaining the secondary command pressure.
  • step S12 the process proceeds from step S12 to step S13 ⁇ return.
  • step S13 the control approach flag is lowered, and the primary command pressure that is suppressed from being reduced by the PRI lower limit pressure B is controlled to return to the original value, and the reduced secondary command pressure is increased to return to the original value. Is done.
  • the variator 4 reaches a pulley rotation speed that does not shift to the upshift side even if the secondary pressure Psec is reduced, the actual secondary pressure Psec is reduced to the secondary target pressure A.
  • noise called “oil pump noise” is reduced and the sound vibration performance is improved when the vehicle state is just before the vehicle is stopped or is stopped.
  • the belt clamping force of the pulley belt 44 is reduced, and there is a concern that the belt slip may occur due to the decrease in the actual secondary pressure Psec.
  • the actual primary pressure Ppri which is to be decreased as the actual secondary pressure Psec is decreased, is raised by the primary lower limit pressure B so that the actual primary pressure Ppri does not decrease below the primary lower limit pressure B. To prevent it.
  • the present inventors investigated the cause of the oil pump noise, and the oil pump noise originally had a dependency on the line pressure. It became clear that the line pressure dependency became weak and had a secondary pressure dependency. Therefore, attention was paid to the secondary pressure oil passage 94 from the oil pump 70 driven by the engine 1 to the secondary pulley 43 (FIG. 3). When attention is paid to the secondary pressure oil passage 94, resonance with a unit-side mount bracket 95 provided close to the secondary pressure oil passage 94 using the fluctuation component of the secondary pressure Psec passing through the secondary pressure oil passage 94 as an excitation source. It was found that “oil pump noise” occurred.
  • the secondary pressure solenoid valve 74 that regulates the secondary pressure Psec is pulsating oil pressure that fluctuates as shown in the SEC actual pressure characteristics in FIG.
  • the excitation source of the oil pump noise is in the fluctuation component of the secondary pressure Psec, it has been found that when the secondary pressure Psec is reduced, the oil pump noise is reduced and the sound vibration performance is improved.
  • the reason why the oil pump noise is reduced when the secondary pressure Psec is reduced is that the fluctuation component (amplitude of the pulsating hydraulic pressure) that becomes the excitation source is suppressed to a small value by reducing the secondary pressure Psec.
  • the accelerator release operation is performed when the operating point (VSP, APO) is the point C in FIG. 2, the operating point (VSP, APO) is moved to the point D in FIG. Then, after moving to point D in FIG. 2, when the brake is depressed and decelerated, the operating point (VSP, APO) is maintained from point D in FIG. 2 while maintaining the highest gear ratio along the coastal shift line.
  • the gear ratio of the variator 4 moves from the highest gear ratio to the point F while shifting in the downshift direction as the vehicle speed VSP decreases.
  • the target primary rotational speed Npri * decreases while maintaining the lowest gear ratio
  • the vehicle speed VSP moves to the point G where the vehicle speed VSP is zero.
  • the timer value starts counting from the down edge.
  • a threshold value for example, 0.5 sec
  • the pressure is returned to the primary lower limit pressure (comparative example) before the noise reduction control.
  • the time chart shown in FIG. 6 determines that “the pulley rotation speed at which the transmission ratio of the variator 4 does not change” is determined, and the secondary pressure reduction control is started, but after the secondary pressure reduction control is started. Also depicts the situation where the pulley is rotating slightly. This is because even if it is determined that the pulley rotation is stopped, there is a scene in which the driver slightly releases the brake pedal and the vehicle moves forward at a creep vehicle speed or less. Or, even if the vehicle is not moving forward and the pulley rotation stoppage is determined, there is a scene where the pulley clamp force is insufficient, the belt slides against the input torque from the engine to the pulley, and the pulley rotates. by. Therefore, the absence of the noise reduction control (end of the secondary pressure reduction control) is the timing (time t17) when the primary pulse count number ⁇ the threshold value.
  • the noise reduction control missing condition is satisfied at time t18, and the noise is reduced.
  • the reduction control is finished.
  • the noise reduction control is started, if the accelerator OFF ⁇ ON operation is performed before the primary pulse count number ⁇ threshold without confirming the brake ON ⁇ OFF operation, the noise reduction control missing condition at time t19 Is established and the noise reduction control is terminated.
  • the “pulley rotational speed at which the gear ratio of the variator 4 does not change even when the secondary pressure Psec is reduced” is a state immediately before stopping or a stopped state.
  • sounds other than oil pump noise road noise, engine sound, etc.
  • the oil pump noise tends to be uncomfortable for the driver.
  • the oil pump noise is mixed with other sounds in a state just before stopping or in a driving state where the vehicle is not stopped, and the uncomfortable feeling given to the driver is reduced.
  • the oil pump 70 is a pump that is rotationally driven by the engine 1 that is a driving source for traveling. Therefore, by reducing the secondary pressure Psec, the oil pump driving load is reduced and fuel efficiency is improved. To do.
  • the vehicle stoppage determination is rough, and the pulley may be slightly rotated at the timing when the stoppage determination is established. That is, “the pulley rotation speed is stopped” is determined based on the fact that the pulse wave signal from the primary pulley rotation speed sensor 80 is not detected for a predetermined time (for example, 0.5 sec). “Vehicle stop determination” is also determined based on the fact that the pulse wave signal from the vehicle speed sensor 81 is not detected for a predetermined time, but the predetermined time in the stop determination is shorter than the predetermined time for determining the stop state of the pulley rotation speed.
  • the noise reduction control is started not based on the vehicle stoppage determination but based on the pulley rotation speed being stopped.
  • the timing at which the control approach flag is set (time t7) is later than the vehicle stop determination timing (time t3). For this reason, when the pulley rotational speed is in a stopped state, even if the secondary pressure Psec is decreased, belt slippage or unintended shift does not occur. Therefore, when the pulley rotation speed is stopped, the control for reducing the secondary pressure Psec is started, so that it is possible to reliably prevent belt slippage and unintended shift.
  • Example 1 after starting the control for reducing the secondary pressure Psec, when the number of pulse counts from the primary pulley rotation speed sensor 80 exceeds the threshold, the control for reducing the secondary pressure Psec is terminated.
  • the oil pump noise that generates the secondary target pressure A which is the target achieved by the oil pressure reduction, using the hydraulic system from the oil pump 70 as the vibration source is reduced. Set to the maximum pressure in the hydraulic range.
  • the oil pump noise can be reduced by lowering the secondary pressure Psec.
  • the secondary pressure Psec if the secondary pressure Psec is lowered too much, the secondary pressure Psec becomes insufficient at the time of subsequent start / acceleration. Occurrence delay). Therefore, by setting the secondary target pressure A as high as possible within a range where oil pump noise can be reduced, it is possible to reduce oil pump noise and reduce driving force deficiency and lag during subsequent start / acceleration. .
  • the SEC command pressure after F / B is increased, and when the actual SEC pressure is higher than the secondary target pressure A, the SEC command pressure after F / B is decreased.
  • the SEC command pressure is F / B controlled so that the actual SEC pressure becomes the secondary target pressure A).
  • the primary lower limit pressure B that suppresses the decrease in the hydraulic pressure of the primary pressure Ppri is set to a higher hydraulic pressure than the hydraulic pressure set by the balance thrust between the primary pulley 42 and the secondary pulley 43.
  • the primary pressure Ppri is also decreased.
  • the primary lower limit pressure B that suppresses the decrease in the hydraulic pressure of the primary pressure Ppri is set to a higher hydraulic pressure than the hydraulic pressure set based on the balance thrust. Therefore, it is possible to prevent the occurrence of belt slip with respect to the torque input from the engine 1 in the idle rotation state.
  • the secondary pressure solenoid valve 74 sticks due to contamination and the SEC actual pressure cannot follow the SEC command pressure, the oil pump noise can be reduced.
  • the belt capacity may not be secured.
  • the control for reducing the secondary pressure Psec is terminated (FIG. 5). Therefore, it is possible to secure a belt capacity that suppresses belt slip at the time of start / acceleration after the end of control.
  • An oil pump 70, a variator 4, and a shift hydraulic pressure control unit (hydraulic control unit 7 and CVT control unit 8) are provided.
  • the variator 4 includes a primary pulley 42, a secondary pulley 43, and a pulley belt 44 that spans between the pulleys 42 and 43.
  • the variator 4 is a pulley that is adjusted by a transmission hydraulic pressure that is adjusted based on the discharge pressure from the oil pump 70.
  • the gear ratio is controlled by changing the width.
  • the transmission hydraulic pressure control unit uses the primary pressure Ppri and the secondary pressure Psec adjusted according to the target transmission gear ratio as primary.
  • the transmission hydraulic pressure control unit (hydraulic control unit 7 and CVT control unit 8) may reduce the secondary pressure Psec when at least one of the primary pulley 42 and the secondary pulley 43 is stopped. It is determined that the pulley rotation speed at which the gear ratio of the variator 4 does not change has been reached. For this reason, in addition to the effect of (1), when the pulley rotation speed is stopped, it is possible to reliably prevent belt slippage or unintentional shift from occurring by starting control to reduce the secondary pressure Psec. it can.
  • a pulley rotation speed sensor (primary pulley rotation speed sensor 80) that detects the pulley rotation speed of at least one of the primary pulley 42 and the secondary pulley 43 by the pulse count number that is the number of counts of the pulse wave signal is provided.
  • the transmission hydraulic pressure control unit (hydraulic control unit 7 and CVT control unit 8) starts control to reduce the secondary pressure Psec, and then the pulse count from the pulley rotational speed sensor (primary pulley rotational speed sensor 80) exceeds the threshold value. Then, the control for reducing the secondary pressure Psec is terminated. For this reason, in addition to the effect of (2), when the pulley rotation state is detected during the reduction control of the secondary pressure Psec, an unintended shift in the variator 4 can be prevented.
  • the transmission hydraulic pressure control unit (the hydraulic pressure control unit 7 and the CVT control unit 8) performs the control to reduce the secondary pressure Psec
  • the secondary target pressure A that is the target achieved by the decrease in hydraulic pressure is set to the hydraulic pressure from the oil pump 70.
  • the maximum pressure is set in the hydraulic range where the oil pump noise generated using the system as the excitation source is reduced. For this reason, in addition to the effects (1) to (3), the secondary target pressure A is set as high as possible within the range where oil pump noise can be reduced. Insufficient driving force and lag can be reduced.
  • the transmission hydraulic pressure control unit decreases the secondary actual pressure with respect to the secondary command pressure to the secondary pulley 42, and the difference between the secondary command pressure and the secondary actual pressure is a predetermined value. If it becomes above, the control which reduces secondary pressure Psec will be complete
  • the variator 4 includes a primary pulley 42, a secondary pulley 43, and a pulley belt 44 that spans between the pulleys 42 and 43.
  • the variator 4 is a pulley that is adjusted by a transmission hydraulic pressure that is adjusted based on the discharge pressure from the oil pump 70.
  • the gear ratio is controlled by changing the width. In this vehicle (engine vehicle), when the target gear ratio of the variator 4 is determined during traveling, the primary pressure Pri and the secondary pressure Psec adjusted according to the target gear ratio are supplied to the primary pulley 42 and the secondary pulley 43, respectively. To do.
  • the secondary pressure Psec reduction control is always executed regardless of whether oil pump noise is generated or not. Indicated. However, the presence or absence of oil pump noise is detected, and only when the rotation speed of the pulley is such that the gear ratio of the variator does not change even when the secondary pressure is reduced, and the occurrence of oil pump noise is detected. It is good also as an example which performs pressure reduction control.
  • the stop state of the pulley rotational speed of the primary pulley 42 is determined based on the pulse wave signal from the primary pulley rotational speed sensor 80.
  • it may be determined by detecting the rotation speed of either the primary pulley or the secondary pulley, or by detecting the rotation speed of both pulleys.
  • an example of an oil pump 70 that is rotationally driven by the engine 1 that is a driving source for traveling is shown as an oil pump.
  • the oil pump may be an electric oil pump that is rotationally driven by a motor that is independent of the travel drive source, or a mechanical oil pump that is rotationally driven by the travel drive source and an electric oil pump.
  • a combination pump may be used.
  • the secondary target pressure A which is the target achieved by the decrease in hydraulic pressure
  • the secondary target pressure at which belt slip does not occur is determined by the torque input to the variator when the controlled condition is satisfied, or a preset secondary target pressure is input to the variator.
  • An example of correcting with torque may be used.
  • Embodiment 1 shows an example in which the transmission hydraulic pressure control device and control method of the present invention are applied to an engine vehicle equipped with a belt type continuously variable transmission using only a variator.
  • the transmission hydraulic pressure control device and the control method of the present invention may be applied to a vehicle equipped with a continuously variable transmission with a sub transmission in which a sub transmission mechanism and a variator are combined.
  • the applied vehicle is not limited to an engine vehicle, but can be applied to a hybrid vehicle, an electric vehicle, and the like.

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

Abstract

Variateur (4) comportant : une poulie primaire (42) ; une poulie secondaire (43) ; et une courroie (44) de poulie qui est accrochée et suspendue sur les deux poulies (42), (43), le rapport de transmission étant commandé par le changement d'une largeur de poulie au moyen d'une pression d'huile de transmission qui est ajustée sur la base d'une pression de refoulement provenant d'une pompe à huile (70). Dans ce véhicule à moteur, lorsque le rapport de transmission cible du variateur (4) est déterminé pendant le déplacement, une pression primaire (Pri) et une pression secondaire (Psec) réglées en fonction du rapport de transmission cible sont respectivement apportées à la poulie primaire (42) et à la poulie secondaire (43). Lorsque la vitesse de rotation de poulie atteint un niveau auquel le rapport de transmission du variateur (4) ne change pas même si la pression secondaire (Psec) est réduite, une commande pour réduire la pression secondaire (Psec) démarre.
PCT/JP2017/042705 2016-12-02 2017-11-29 Dispositif de commande de pression d'huile de transmission et procédé de commande pour transmission à variation continue WO2018101283A1 (fr)

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07317863A (ja) * 1994-05-27 1995-12-08 Fuji Heavy Ind Ltd 無段変速機の制御装置
JP2007211849A (ja) * 2006-02-08 2007-08-23 Jatco Ltd 車両用ベルト式無段変速システムの油圧制御装置
JP2015021512A (ja) * 2013-07-16 2015-02-02 日立オートモティブシステムズ株式会社 車両用電動オイルポンプの制御装置
WO2015046188A1 (fr) * 2013-09-30 2015-04-02 ジヤトコ株式会社 Dispositif de commande pour mécanisme de transmission pas à pas
WO2016147727A1 (fr) * 2015-03-17 2016-09-22 ジヤトコ株式会社 Dispositif de commande pour véhicule hybride

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07317863A (ja) * 1994-05-27 1995-12-08 Fuji Heavy Ind Ltd 無段変速機の制御装置
JP2007211849A (ja) * 2006-02-08 2007-08-23 Jatco Ltd 車両用ベルト式無段変速システムの油圧制御装置
JP2015021512A (ja) * 2013-07-16 2015-02-02 日立オートモティブシステムズ株式会社 車両用電動オイルポンプの制御装置
WO2015046188A1 (fr) * 2013-09-30 2015-04-02 ジヤトコ株式会社 Dispositif de commande pour mécanisme de transmission pas à pas
WO2016147727A1 (fr) * 2015-03-17 2016-09-22 ジヤトコ株式会社 Dispositif de commande pour véhicule hybride

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