Controller for continuously variable transmission and control method thereof

A controller controls a continuously variable transmission including a variator with a primary pulley, a secondary pulley, and a power transmission member mounted therebetween. A torque converter is provided with a rotational speed detector detecting the rotational speed of a rotor located closer to drive wheels than the torque converter, a rotational speed change amount calculator calculating a change amount in the rotational speed per unit time, a limit setting unit that sets a higher absolute value of a limiter for the change amount as a rotational speed difference between an input shaft and an output shaft of the torque converter increases, a final change amount setting unit setting the smaller of the absolute value of the change amount and of the limiter as a final change amount, and a hydraulic controller controlling a hydraulic pressure to the variator based on the final change amount.

FIELD OF THE INVENTION

The present invention relates to a controller for a continuously variable transmission and a control method thereof.

BACKGROUND OF THE INVENTION

JP2005-344860A discloses a conventional controller which uses an output correction value calculated from a detection value detected at the time of executing a routine last time and a moving average value before a predetermined time when the rotational speed of a continuously variable transmission is detected by a sensor and a change amount in the detected rotational speed is above an upper-limit threshold value or below a lower-limit threshold value.

SUMMARY OF THE INVENTION

The upper-limit threshold value and the lower-limit threshold value of the above invention are set with a margin so that the output correction value is used in the case of false detection caused by a sensor error or disturbance.

The margin is preferably set such that an output value of the sensor becomes the final rotational speed in a range where detection accuracy of the sensor is high and the output correction value becomes the final rotational speed in a range where the detection accuracy of the sensor is low.

Here, when there is a rotational speed difference between an input rotational speed and an output rotational speed (e.g. converter state) in a torque converter, influences caused by disturbance and the like are absorbed by the torque converter, wherefore the detection accuracy by the sensor increases. On the other hand, when there is no rotational speed difference between the input rotational speed and the output rotational speed (lock-up state), influences caused by disturbance and the like cannot be absorbed by the torque converter, wherefore the detection accuracy by the sensor decreases.

That is, it is preferable that the output value of the sensor becomes the final rotational speed when there is a rotational speed difference in the torque converter and the output correction value becomes the final rotational speed when there is no rotational speed difference.

However, in the above invention, the upper limit value and the like are set without considering the states of the torque converter (converter state, lock-up state and the like). Thus, if the margin is set to be excessively large, the output value of the sensor may be set as the final rotational speed despite low detection accuracy of the sensor due to an influence such as an error or disturbance when the torque converter is in the lock-up state. On the other hand, if the margin is set to be excessively small, the output correction value may be set as the final rotational speed despite high detection accuracy of the sensor when the torque converter is in the converter state. If the rotational speed with low accuracy is set as the final rotational speed and a hydraulic pressure of the transmission is controlled based on the rotational speed with low accuracy in this way, there is a problem that fuel economy is deteriorated by excessive supply of the hydraulic pressure or belt slippage occurs due to insufficient supply of the hydraulic pressure.

The present invention was developed to solve such a problem and aims to improve fuel economy and suppress belt slippage by calculating a final rotational speed in conformity with a state of a torque converter and controlling a hydraulic pressure of a transmission based on a rotational speed with high accuracy.

One aspect of the present invention is directed to a controller for controlling a continuously variable transmission including a variator with a primary pulley at an input side for changing a groove width by a hydraulic pressure, a secondary pulley at an output side for changing a groove width by a hydraulic pressure and a power transmission member mounted between the primary pulley and the secondary pulley, and a torque converter arranged between a drive source and the variator. The controller includes a rotational speed detecting unit that detects the rotational speed of a rotor located closer to drive wheels than the torque converter; a rotational speed change amount calculating unit that calculates a change amount in the rotational speed per unit time; a limit setting unit that sets a higher absolute value of a limiter for the change amount as a rotational speed difference between an input shaft and an output shaft of the torque converter increases; a final change amount setting unit that sets the smaller one of the absolute value of the change amount and that of the limiter as a final change amount; and a hydraulic control unit that controls a hydraulic pressure to be supplied to the variator based on the final change amount.

Another aspect of the present invention is directed to a control method for controlling a continuously variable transmission including a variator with a primary pulley at an input side for changing a groove width by a hydraulic pressure, a secondary pulley at an output side for changing a groove width by a hydraulic pressure and a power transmission member mounted between the primary pulley and the secondary pulley, and a torque converter arranged between a drive source and the variator. The control method includes detecting the rotational speed of a rotor located closer to drive wheels than the torque converter; calculating a change amount in the rotational speed per unit time; setting a higher absolute value of a limiter for the change amount as a rotational speed difference between an input shaft and an output shaft of the torque converter increases; setting the smaller one of the absolute value of the change amount and that of the limiter as a final change amount; and controlling a hydraulic pressure to be supplied to the variator based on the final change amount.

According to these aspects, it is possible to improve fuel economy and suppress belt slippage since the limiter for the change amount is set according to the state of the torque converter and the hydraulic pressure to be supplied to the variator is controlled using the final change amount with high accuracy.

DESCRIPTION OF THE PREFERRED EMBODIMENT

Hereinafter, an embodiment of the present invention is described in detail based on the drawings.

FIG. 1schematically shows a vehicle with a continuously variable transmission30according to this embodiment. The continuously variable transmission30includes a torque converter6, a forward/reverse switching mechanism7, a variator1and a transmission controller12.

The variator1includes a primary pulley2and secondary pulley3arranged such that V-grooves of the both pulleys are aligned, and a belt4is mounted in the V-grooves of these pulleys2,3.

An engine5is arranged coaxially with the primary pulley2, and the torque converter6and the forward/reverse switching mechanism7are successively disposed from the side of the engine5between the engine5and the primary pulley2.

The torque converter6includes a lock-up clutch6a. The torque converter6is switched to a lock-up state where the lock-up clutch6ais completely engaged, a converter state where the lock-up clutch6ais completely released and a slip state where the lock-up clutch6ais half-engaged.

The forward/reverse switching mechanism7includes a double-pinion planetary gear set7aas a main constituent element, a sun gear of the double-pinion planetary gear set7ais coupled to the engine5via the torque converter6and a carrier thereof is coupled to the primary pulley2. The forward/reverse switching mechanism7further includes a forward clutch7bfor directly coupling the sun gear and the carrier of the double-pinion planetary gear set7aand a reverse brake7cfor fixing a ring gear. Input rotation transmitted from the engine5via the torque converter6is transmitted to the primary pulley2as it is when the forward clutch7bis engaged, and input rotation transmitted from the engine5via the torque converter6is transmitted to the primary pulley2while being reversed and decelerated when the reverse brake7cis engaged.

The rotation of the primary pulley2is transmitted to the secondary pulley3via the belt4, and the rotation of the secondary pulley3is, thereafter, transmitted to drive wheels17via an output shaft8, a gear set9and a differential gear device10.

To make a rotation transmission ratio (speed ratio) between the primary pulley2and the secondary pulley3changeable during the above power transmission, ones of conical plates forming the V-grooves of the primary pulley2and the secondary pulley3are fixed conical plates2a,3aand the other conical plates2b,3bare movable conical plates displaceable in an axial direction. These movable conical plates2b,3bare biased toward the fixed conical plates2a,3aby supplying a primary pulley pressure Ppri and a secondary pulley pressure Psec produced using a line pressure as a source pressure to a primary pulley chamber2cand a secondary pulley chamber3c, whereby the belt4is frictionally engaged with the conical plates to transmit power between the primary pulley2and the secondary pulley3.

In shifting the transmission, a target speed ratio I(o) is realized by changing the widths of the V-grooves of the both pulleys2,3by a pressure difference between the primary pulley pressure Ppri and the secondary pulley pressure Psec produced in correspondence with the target speed ratio I(o) to continuously change a winding arc diameter of the belt4on the pulleys2,3.

The output of the primary pulley pressure Ppri and the secondary pulley pressure Psec is controlled by a transmission control hydraulic circuit11together with the output of engaging hydraulic pressures of the forward clutch7bengaged when a forward drive range is selected and the reverse brake7cengaged when a reverse drive range is selected. The transmission control hydraulic circuit11is controlled in response to a signal from the transmission controller12.

To the transmission controller12are input a signal from a primary pulley rotation sensor13for detecting a primary pulley rotational speed Npri, a signal from a secondary pulley rotation sensor14for detecting a secondary pulley rotational speed Nsec, a signal from an accelerator pedal opening sensor16for detecting an acceleration pedal opening APO, an engine rotational speed and a fuel injection time from an engine controller19for controlling the engine5, and the like.

The transmission controller12is composed of a CPU, a ROM, a RAM and the like, and functions of the continuously variable transmission30are fulfilled by reading a program stored in the ROM by the CPU.

Next, a control of this embodiment for calculating a final angular acceleration is described using a flow chart ofFIG. 2. The control described below is executed at every predetermined time interval, e.g. every 1/100 sec.

In Step S100, the transmission controller12calculates an angular velocity ω0based on the primary pulley rotational speed Npri calculated by the primary pulley rotation sensor13. The transmission controller12calculates the angular velocity ω0by detecting a pulse signal given from a rotor15integrally rotating with the primary pulley2by the primary pulley rotation sensor13. In this embodiment, the transmission controller12calculates the angular velocity ω0by dividing a total time between pulses per unit time by a pulse number per unit time.

In Step S101, the transmission controller12calculates a moving average ωAVEof the angular velocity ω0using Equation (1).

ω−nindicates an angular velocity of the primary pulley2calculated in the nthprevious control before the present one. Here, the moving average ωAVEis calculated using five angular velocities (n=5) obtained in the controls immediately before the present control. That is, the moving average ωAVEis a moving average from an angular velocity ω−5calculated in the fifth previous control from the present one to an angular velocity ω−1calculated in the last control.

Note that it is also possible to improve detection accuracy using a low-pass filter, but the influence of an abnormal value becomes large and an error becomes large when there is an outstandingly different abnormal value in the case of using the low-pass filter. Further, a response is delayed by a time constant of the filter.

In this embodiment, it is possible to reduce a process load and improve detection accuracy and responsiveness by using the moving average.

The angular velocity ω0calculated this time is stored as an angular velocity ω−1used in the next control, and the angular velocities ω−1to ω−5used to calculate the moving average WAVEthis time are successively updated as angular velocities ω−2to ω−6.

In Step S102, the transmission controller12calculates a difference tmp1between the angular velocity ω0and the moving average ωAVEcalculated this time by Equation (2).
tmp1=ω0−ωAVE(2)

In Step S103, the transmission controller12calculates an angular acceleration tmp2by dividing the difference tmp1by a unit time Δt.

In Step S104, the transmission controller12calculates an upper limiter ΔωH and a lower limiter ΔωL of the angular acceleration by a limiter setting control.

Here, the limiter setting control is described using a flow chart ofFIG. 3.

In Step S200, the transmission controller12determines an engaged state of the torque converter6.

In Step S201, the transmission controller12calculates the upper limiter ΔωH fromFIG. 4and the lower limiter ΔωL fromFIG. 5using the primary pulley rotational speed Npri and the engaged state of the torque converter6.

FIG. 4is a graph showing a relationship among the primary pulley rotational speed Npri, the engaged state of the torque converter6and the upper limiter ΔωH. The upper limiter ΔωH increases as the primary pulley rotational speed Npri increases and as the engaged state of the torque converter6changes from the lock-up state to the slip state to the converter state.

FIG. 5is a graph showing a relationship among the primary pulley rotational speed Npri, the engaged state of the torque converter6and the lower limiter ΔωL. The lower limiter ΔωL increases in a negative direction as the primary pulley rotational speed Npri increases and as the engaged state of the torque converter6changes from the lock-up state to the slip state to the converter state.

Referring back toFIG. 2, in Step S105, the transmission controller12compares the angular acceleration tmp2and the lower limiter ΔωL. If the angular acceleration tmp2is not higher than the lower limiter ΔωL, i.e. if the absolute value of the angular acceleration tmp2is not smaller than that of the lower limiter ΔωL, the transmission controller12proceeds to Step S106. On the other hand, if the angular acceleration tmp2is higher than the lower limiter ΔωL, i.e. if the absolute value of the angular acceleration tmp2is smaller than that of the lower limiter ΔωL, the transmission controller12proceeds to Step S107.

In Step S106, the transmission controller12sets the lower limiter ΔωL as a final angular acceleration Δω.

In Step S107, the transmission controller12compares the angular acceleration tmp2and the upper limiter ΔωH. If the angular acceleration tmp2is not lower than the upper limiter ΔωH, i.e. if the absolute value of the angular acceleration tmp2is not smaller than that of the upper limiter ΔωH, the transmission controller12proceeds to Step S108. On the other hand, if the angular acceleration tmp2is lower than the upper limiter ΔωH, i.e. if the absolute value of the angular acceleration tmp2is smaller than that of the upper limiter ΔωH, the transmission controller12proceeds to Step S109.

In Step S108, the transmission controller12sets the upper limiter ΔωH as the final angular acceleration Δω.

In Step S109, the transmission controller12sets the angular acceleration tmp2as the final angular acceleration Δω.

In the above control, the angular acceleration tmp2is more likely to be set as the final angular acceleration Δω as the primary pulley rotational speed Npri increases. When the primary pulley rotational speed Npri decreases, the primary pulley rotation sensor13detects fewer pulses per unit time, whereby calculation accuracy of the primary pulley rotational speed Npri decreases. That is, as the primary pulley rotational speed Npri increases, calculation accuracy of the primary pulley rotational speed Npri increases and calculation accuracy of the angular acceleration tmp2calculated in Step S103also increases. Thus, in Step S201, as the primary pulley rotational speed Npri increases, the absolute values of the upper limiter ΔωH and the lower limiter ΔωL increase. As a result, as the primary pulley rotational speed Npri increases, the angular acceleration tmp2is more likely to be set as the final angular acceleration Δω.

Further, as the engaged state of the torque converter6changes to the converter state, the absolute values of the upper limiter ΔωH and the lower limiter ΔωL increase and the angular acceleration tpm2is more likely to be set as the final angular acceleration Δω. As the engaged state of the torque converter6changes from the lockup state to the slip state to the converter state, the torque converter6can absorb influences caused by disturbance and the like and calculation accuracy of the angular acceleration tmp2increases. Thus, as the engaged state of the torque converter changes to the converter state, the angular acceleration tmp2is more likely to be set as the final angular acceleration Δω.

Next, a method for controlling the primary pulley pressure Ppri and the secondary pulley pressure Psec using the final angular acceleration Δω set usingFIG. 2is described using a flow chart ofFIG. 6.

In Step S300, the transmission controller12calculates an engine torque Te from the accelerator pedal opening APO and the engine rotational speed.

In Step S301, the transmission controller12calculates an input torque Tin to be input to the variator1using the engine torque Te and the final angular acceleration Δω by Equation (3).
Tin=Te−I×Δω(3)

In Equation (3), “I” denotes a moment of inertia in the torque converter6and the forward/reverse switching mechanism7. The moment of inertia “I” increases as the engaged state of the torque converter6changes from the converter state to the slip state to the lock-up state. This is because the engine5becomes a load when viewed from the primary pulley2and the load increases as the engaged state of the torque converter6changes to the lock-up state. Further, the moment of inertia “I” increases as the number of rotational elements of the forward/reverse switching mechanism7increases.

In Step S302, the transmission controller12calculates the target speed ratio I(o). The transmission controller12calculates a target input rotational speed based on a shift map set in advance using a vehicle speed TVO obtained from the secondary pulley rotational speed Nsec and the accelerator pedal opening APO, and calculates a theoretical speed ratio Ip corresponding to a driving condition (vehicle TVO and accelerator pedal opening APO) by dividing the target input rotational speed by the secondary pulley rotational speed Nsec.

Subsequently, after an actual speed ratio ip is calculated by dividing the primary pulley rotational speed Npri by the secondary pulley rotational speed Nsec and a deviation between the theoretical speed ratio Ip and the actual speed ratio ip is calculated, the target speed ratio I(o) is calculated by multiplying a disturbance-compensated theoretical speed ratio Ip by a first-order lag filter {1/(Tm·s+1))} taking a response delay by hardware into consideration.

In Step S303, the transmission controller12calculates a target primary pulley pressure Ppri(o) and a target secondary pulley pressure Psec(o) based on the input torque Tin and the target speed ratio I(o).

In Step S304, the transmission controller12controls the primary pulley pressure Ppri and the secondary pulley pressure Psec by supplying or discharging oil to or from the primary pulley chamber2cand the secondary pulley chamber3cbased on the target primary pulley pressure Ppri(o) and the target secondary pulley pressure Psec(o).

By the above control, the primary pulley pressure Ppri and the secondary pulley pressure Psec are controlled to realize a shift.

Effects of the embodiment of the present invention are described.

The upper limiter ΔωH and the lower limiter ΔωL are so calculated that the absolute values thereof increase as the engaged state of the torque converter6changes from the lock-up state to the slip state to the converter state. Then, the smaller one of the absolute value of the angular acceleration tmp2and that of the upper limiter ΔωH or the lower limiter ΔωL is set as the final angular acceleration Δω.

When the torque converter6is in the slip state or the converter state, influences caused by disturbance and the like can be absorbed by the torque converter6. Thus, accuracy of the angular acceleration tmp2calculated based on the primary pulley rotational speed Npri detected by the primary pulley rotation sensor13is high. In this case, by setting the angular acceleration tmp2as the final angular acceleration Δω, it is possible to accurately control the primary pulley pressure Ppri and the secondary pulley pressure Psec, improve fuel economy and suppress belt slippage.

Further, when the torque converter6is in the lock-up state, influences caused by disturbance and the like reach the primary pulley rotation sensor13and accuracy of the angular acceleration tmp2calculated based on the primary pulley rotational speed Npri detected by the primary pulley rotation sensor13is low. In this case, by setting the upper limiter ΔωH or the lower limiter ΔωL as the final angular acceleration Δω, it is possible to accurately control the primary pulley pressure Ppri and the secondary pulley pressure Psec by suppressing influences caused by disturbance and the like, improve fuel economy and suppress belt slippage.

If the primary pulley pressure and the secondary pulley pressure are controlled based on a change in the engine torque without using this embodiment, the primary pulley pressure and the secondary pulley pressure may be increased or decreased by an inertia torque in the torque converter and the like although a torque variation caused by a change in engine torque does not occur in the variator. Thus, fuel economy may be deteriorated by excessive hydraulic pressure supply relative to a necessary pressure or belt slippage may occur due to insufficient hydraulic pressure supply.

On the contrary, in this embodiment, the primary pulley pressure Ppri and the secondary pulley pressure Psec can be accurately controlled without being affected by an inertia torque and the like in the torque converter6and the like by controlling the primary pulley pressure Ppri and the secondary pulley pressure Psec based on the input torque Tin to the variator1. Thus, it is possible to improve fuel economy and suppress the occurrence of belt slippage. Further, since the angular acceleration Δω can be accurately calculated, the input torque Tin to be input to the variator1can be accurately calculated and the primary pulley pressure Ppri and the secondary pulley pressure Psec can be accurately controlled. Thus, it is possible to improve fuel economy and suppress the occurrence of belt slippage.

By increasing the absolute values of the upper limiter ΔωH and the lower limiter ΔωL as the primary pulley rotational speed Npri increases, the angular acceleration tmp2is set as the final angular acceleration Δω if calculation accuracy of the primary pulley rotational speed Npri is high. In this way, it is possible to improve accuracy of the final angular acceleration Δω, improve fuel economy and suppress the occurrence of belt slippage.

The present invention is not limited to the above embodiment and it goes without saying that various changes and improvements that can be made within the scope of the technical concept of the present invention are included.

Although the lower limiter ΔωL is set and the angular acceleration is limited also when the angular acceleration tmp2has a negative value in the above embodiment, the angular acceleration tmp2may be set as the final angular acceleration Δω without setting the lower limit ΔωL if the angular acceleration tmp2has a negative value. This prevents the lower limiter ΔωL from being set as the final angular acceleration ΔωL if the angular acceleration tmp2decreases in a negative direction, i.e. if a torque transmitted to the variator1decreases. Thus, there is no likelihood that the primary pulley pressure Ppri or the secondary pulley pressure Psec is controlled to a hydraulic pressure lower than a hydraulic pressure necessary to prevent belt slippage in the variator1. Therefore, it can be suppressed that belt slippage occurs at the primary pulley or the secondary pulley due to insufficient hydraulic pressure.

Further, although the angular acceleration tmp2is calculated based on the primary pulley rotation sensor13in this embodiment, the angular acceleration may be calculated using, for example, a turbine rotation sensor and a vehicle speed sensor arranged closer to the drive wheels17than the torque converter6without being limited to this.

Further, although the belt4is described as a power transmission member wound around the primary pulley2and the secondary pulley3in this embodiment, the power transmission member may be a chain formed by coupling a plurality of links by pins without being limited to this.

Furthermore, although the engine5is used as a drive source, a motor may be used.

This application claims priority from Japanese Patent Application No. 2011-63899, filed Mar. 23, 2011, which is incorporated herein by reference in its entirety.