JP2698083B2 - Vehicle transmission - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a vehicle transmission, and more particularly to a vehicle transmission provided with a belt-type continuously variable transmission. <Related Art> In an automobile using an internal combustion engine such as a gasoline engine as a prime mover, a transmission mechanism is provided in a rotational force transmission system of the prime mover. Recently, in order to avoid troublesome operation of the transmission mechanism, an automatic transmission mechanism has been increasingly used recently. As the automatic transmission mechanism, a mechanism using a hydraulic torque converter has been mainly used. However, in recent years, within a predetermined set value, a method using a continuously variable transmission mechanism that performs a stepless speed change operation has been adopted. For example, Japanese Patent Application Laid-Open No. 62-53243 discloses this type of continuously variable transmission. A scheme using a mechanism has been proposed. In the system proposed in Japanese Patent Application Laid-Open No. 62-53243, a so-called belt-type continuously variable transmission mechanism using a V-belt and an opposed conical pulley is used as a continuously variable transmission mechanism.
The control of the interval between the opposed conical pulleys is performed by hydraulic means. On the other hand, in the specification of Japanese Patent Application No. 62-18563, the applicant of the present application has a belt-type structure using a V-belt and an opposed conical pulley as a stepless speed change mechanism, and the gap between the opposed conical pulleys A system in which control is performed by a DC motor has been proposed. <Problems to be Solved by the Invention> The above-mentioned conventionally proposed belt-type continuously variable transmission mechanisms can be obtained from the actual gear ratio and the vehicle conditions at that time when controlling the interval between the opposed conical pulleys. Control is performed using hydraulic means or a DC motor based on control data of the difference from the target gear ratio. Since the control data in this case is obtained from a so-called two-dimensional map relating to the operation data, a single map can obtain only the control data corresponding to one operation data.
In order to obtain control data in which other driving data according to the vehicle situation at that time is introduced, it is necessary to prepare a large number of maps and select and use them. When a map is selected and used in this way, correction at the time of use is also required for each map, which not only increases the memory capacity of the control device, but also complicates the configuration of the control device. In addition, when the gear ratio is controlled using the control data obtained from the two-dimensional map in the actual control, even if comfortable control is performed in a certain vehicle condition, the control is comfortable in another vehicle condition. In addition, the feeling of driving may be poor. The present invention has been made in view of the present situation of such a vehicle transmission device as described above, and its object is that control data obtained by the control device is effective for a wide range of vehicle conditions, and the driving condition of the vehicle is improved. To provide a vehicle transmission device capable of performing fine-grained control in accordance therewith without deteriorating driving feeling during gear shifting, reducing the memory capacity of the control device, and simplifying the configuration itself of the control device. is there. <Means for Solving the Problems> In order to achieve the above-mentioned object, in the present invention, a plurality of driving data provided from a vehicle is input to a control device, and the control device uses the control data to generate control data based on the driving data. In the vehicle transmission device, the width of the belt wheel of the transmission is calculated according to the control data and the effective diameter of the belt wheel is changed to change the speed ratio of the transmission continuously. The control device includes: a first three-dimensional map storing a value for determining a target gear ratio from the vehicle speed data and the throttle valve rotation; a difference between the gear ratio before the gear shift and the target gear ratio; A second three-dimensional map storing a value for determining the control data from the opening degree, and determining a target gear ratio from the first three-dimensional map; From the control data. <Operation> In the present invention, a target is set using a first three-dimensional map provided in the control device based on vehicle speed data and throttle valve opening data among a plurality of operation data input to the control device. Gear ratio data is calculated. Then, based on the difference between the current gear ratio of the vehicle and the target gear ratio calculated in this way, for example, the throttle valve opening data, a second three-dimensional map provided in the control device is used. Thus, the control data of the transmission is calculated. The DC motor is rotated by a predetermined angle in a predetermined direction by a control signal based on the control data calculated in this way, and the transmission is controlled to a high gear side or a low gear side. In this way, by using the first and second three-dimensional maps, a fine-grained transmission gear ratio control adapted to a wide range of vehicle conditions is achieved without impairing the driving feel. <Embodiment> Hereinafter, an embodiment of the present invention will be described in detail with reference to FIGS. Here, FIG. 1 is a block diagram showing a configuration of a main part of an embodiment of the present invention, FIG. 2 is a block diagram showing a configuration of a control device in the embodiment of the present invention, and FIG. 3 is an embodiment of the present invention. 5 is a flowchart showing the operation of FIG. As shown in FIG. 1, in the embodiment of the present invention, an electromagnetic clutch 2 is connected to an output shaft of an engine 1, and this clutch 2 is connected to an input side of a reduction gear unit 3, and an output side of the reduction gear unit 3. Is connected to the rotating shaft of the pulley 40 on the driving side of the transmission 4. Further, the rotation axis of the belt wheel 41 on the driven side of the transmission 4 is
The input side of the differential gear 6 is connected to the input side, and the output side of the differential gear 6 is connected to the rotation shaft of the drive wheel 7. A control device 10 is provided. The clutch control terminal of the control device 10 is connected to the electromagnetic coil 2a of the clutch 2, and the motor control terminal of the control device 10 is connected to the DC motor 4a for driving the belt wheel 40. Have been. As shown in FIG. 2, the control unit 10 includes an MPU (micro processing unit) 11, a ROM (read only memory) 12, and an I / O (input / output interface) 1.
The main part consists of a microcomputer consisting of three. The above-mentioned MPU 11 is provided with a selector switch 14, a state detection switch 15 and a rotation sensor 16.From the selector switch 14, parking data, reverse data, neutral data, drive data and low-speed data are transmitted as MP driving data.
U11 can be entered. From the state detection switch 15, the first belt wheel data indicating that the opening of the belt wheel 40 of the transmission 4 has reached the maximum and the gear ratio has reached the maximum, the accelerator data indicating that the accelerator pedal has been returned, and the brake data. The brake data indicating the depression of the pedal can be input to the MPU 11. Further, from the rotation sensor 16, the belt wheel 41 of the transmission 4 is output.
The second belt wheel data indicating the rotation of the MPU 11 can be input to the MPU 11. On the other hand, the I / O 13 is provided with a rotation sensor 17, a rotation sensor 18, a variable resistor 19, a temperature sensor 20, and a temperature sensor 21, and the rotation sensor 17 indicates a rotation of the belt wheel 40 of the transmission 4 from the rotation sensor 17. The three-belt vehicle data and the engine data indicating the rotation of the engine 1 from the rotation sensor 18 are respectively
Input to I / O13 is enabled. Further, throttle data indicating the opening of the throttle valve of the engine 1 is sent from the variable resistor 19 to the temperature sensor 20.
, Water temperature data indicating the temperature of the cooling water of the engine 1 can be input to the I / O 13 from the temperature sensor 21, and clutch temperature data indicating the temperature of the clutch 2 can be input from the temperature sensor 21. The converter control terminal on the output side of this I / O 13
2 is connected to the output terminal of the converter 22 and the current control circuit 2
3 is connected to the input terminal, and the output terminal of the current control circuit 23 is connected to the electromagnetic coil 2a of the clutch 2. A motor drive circuit 24 is connected to a motor control terminal on the output side of the I / O 13, and a DC motor 4 a for controlling the transmission 4 is connected to an output terminal of the motor drive circuit 24. The MPU 11, the ROM 12, and the I / O 13 are interconnected by a data bus 25 so that data can be exchanged between them. As shown in FIG. 1, the transmission 4 is provided with a driving-side belt wheel 40 and a driven-side belt wheel 41, and a V-belt 42 is stretched between these belt wheels 40, 41. I have. Each of the pulleys 40 and 41 has an opposed conical configuration, and the width of the interval between the drive-side pulleys 40 is controlled by an electric actuator including a DC motor 4a. The effective diameter is controlled, and the gear ratio can be continuously controlled over a predetermined range. In addition, the selector switch 14, which is directly input to the MPU 11,
Various operation data from the state detection switch 15 and the rotation sensor 16, the rotation sensor 17, the rotation sensor 18, the variable resistor 19,
Various operation data input to the I / O 13 from the temperature sensor 20 and the temperature sensor 21 are taken into a RAM provided in the MPU 11. Based on the various operation data taken into the RAM of the MPU 11 and the control command read in advance in the ROM 12, various calculations are executed in the MPU 11, and the obtained control data is output from the I / O 13, Various configurations for the vehicle are possible. FIG. 2 shows only the control of the transmission 4 and the control of the clutch 2 in the various controls in this case. The operation of the embodiment of the present invention having such a configuration will be described below. In FIG. 1, when the engine 1 is operated and the clutch 2 is operated, a control pulse signal having a relatively short cycle is input to the converter 22 from the clutch control terminal of the I / O 13, and the output signal of the converter 22 The control circuit 24 operates and the clutch 2
A current having a predetermined value is supplied from the current control circuit 23 to the electromagnetic coil 2a. In this way, the torque transmitted by the clutch 2 is controlled in an analog manner, and the vehicle starts smoothly. Then, the temperature of the clutch 2 is monitored by the temperature sensor 21, and the clutch 2 operates in a half-clutch state for more than a predetermined time. If the temperature of the clutch 2 exceeds a preset upper limit temperature, it is not shown. The half-clutch state is inhibited by the driving means. For this reason, the clutch 2 in the half-clutch state for a predetermined time or more.
Does not operate, and damage to the clutch 2 due to an abnormal rise in temperature is prevented. In step 100 of FIG. 3, the belt wheel 4 of the transmission 4
From the 0 rotation speed DRREV and the rotation speed DNREV of the belt wheel 41, the current gear ratio i of the vehicle is calculated by i = DRREV / DNREV and stored in the RAM of the MPU 11. Next, using three-dimensional Matsupu provided in MPU11 proceeds to step 101, and a Surotsutorudeta TVO indicating the degree of opening of the vehicle speed data VSP and Surotsutorubarubu as parameters, a target speed ratio i _a is calculated You. For three-dimensional Matsupu This operation is used, there is no need to correct the inter-table, and because even interpolation on 3D Matsupu performed well very accurate, optimum target gear ratio i _a is obtained. Then, the process proceeds to step 102, where the target speed ratio i _a calculated in step 101 is compared with the current speed ratio i calculated in step 100 read from the RAM of the MPU 11, and compared. If it is determined to be the result i> i _a of the comparison in this step 102, the current speed change ratio i proceeds to step 103, a determination is made as to whether the minimum value within the setting range (Obatotsupu state) Done. As a result of the determination in step 103, when it is confirmed that the current gear ratio i is the minimum value within the set range and is in the over-top state, the process proceeds to step 106, where the DC motor 4a is stopped. If it is determined in step 103 that the current gear ratio i is not the minimum value within the set range, the process proceeds to step 104, and the current gear ratio i is set using the three-dimensional map provided in the MPU 11. the difference i-i _a and the aforementioned throttle data TVO i and target gear ratio i _a as a parameter, a voltage MV to be applied to the DC motor 4a as control data is calculated. Then, the process proceeds to step 105, where the motor applied voltage MV and the high gear direction rotation signal are output from the motor drive circuit 24, and the transmission 4 is controlled to the high gear side by the DC motor 4a. In the determination in step 102 described above, when it is confirmed that the i <i _a, the opening degree of the transmission 4 sheave 40 proceeds to step 107 reaches the maximum, or the gear ratio is decreased to the maximum Is determined based on the first belt wheel data from the state detection switch 15. If it is confirmed in step 107 that the opening of the belt wheel 40 is at the maximum and the gear is in the low gear state, the process proceeds to step 106 and the DC motor 4a is stopped. If it is confirmed in step 107 that the opening of the belt wheel 40 is not the maximum, the process proceeds to step 108, where the MPU
Using a three-dimensional Matsupu provided in 11, the difference i-i _a and the aforementioned Surotsutorudeta TVO and the current transmission ratio i and target gear ratio i _a as a parameter, applied to the DC motor 4a as control data Is calculated. Then, the process proceeds to step 109, where the motor drive circuit 24 outputs the motor applied voltage MV and the low gear direction rotation signal, and the transmission 4 is controlled to the low gear side by the DC motor 4a. Further, in step 102 described above, when the current gear ratio i and target gear ratio i _a is determined to be equal, step 1
Proceeding to 06, the DC motor 4a is stopped. Even in the calculations in steps 104 and 108 described above, since a three-dimensional map is used, there is no need to perform correction between tables, and interpolation on the three-dimensional map is performed with extremely high accuracy. Optimal motor applied voltage
MV is obtained. Since the transmission 4 is controlled by the motor applied voltage MV, the speed ratio is controlled without impairing the driving feeling under the current vehicle conditions. Note that the MPU 11 has a built-in timer, and the control of the transmission 4 shown in FIG. 3 is periodically repeated by the timer. Thus, according to an embodiment of the present invention, the target gear ratio i _a with a three-dimensional Matsupu, calculated to correspond to the two parameters of the vehicle speed data VSP and Surotsutorudeta TVO,
Using the same three-dimensional Matsupu applied voltage MV to the DC motor 4a, it is calculated to correspond to the two parameters of the difference and Surotsutorudeta TVO and the current transmission ratio i and target gear ratio i _a. Then, since the transmission 4 is controlled by driving the DC motor 4a with the obtained applied voltage MV, fine-grained control is performed using two parameters obtained from the operating state using a three-dimensional map, and the vehicle is controlled. The control of the transmission 4 is performed without impairing the driving feel even if the situation slightly changes. Further, since the memory capacity of the control device 10 can be reduced and the configuration itself of the control device 10 can be simplified,
The entire vehicle transmission can be simplified. <Effects of the Invention> As described in detail above, according to the present invention, the control device can be simplified, and the control of the transmission automatically adapted to a wide range of vehicle conditions and without impairing the driving feeling is automatically performed. A vehicle transmission can be provided.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing a configuration of a main part of an embodiment of the present invention, FIG. 2 is a block diagram showing a configuration of a control device in the embodiment of the present invention, and FIG. 5 is a flowchart showing the operation of the embodiment of the invention. 1 ... engine, 2 ... clutch, 4 ... transmission, 4a ...
... DC motor, 10 ... Control device, 11 ... MPU, 12 ... RO
M, 13 ... I / O, 14 ... selector switch, 15 ... state detection switch, 16, 17, 18 ... rotation sensor, 19 ... variable resistor, 20, 21 ... temperature sensor, 22 ... Converter, 23: current control circuit, 24: motor drive circuit, 40, 41: belt wheel, 42: V-belt.

   ────────────────────────────────────────────────── ─── Continuation of front page    (56) References JP-A-58-193961 (JP, A)                 JP-A-57-161346 (JP, A)

Claims (1)

(57) [Claims] A plurality of driving data supplied from the vehicle is input to a control device, which calculates control data based on the driving data, and changes the width of the belt of the transmission according to the control data. In a vehicle transmission that changes the transmission ratio of the transmission steplessly by changing the effective diameter of the vehicle, the control device is configured to determine a target transmission ratio from vehicle speed data and throttle valve rotation. A first three-dimensional map in which a value is stored, a second three-dimensional map in which a value for determining the control data is determined from a difference between a gear ratio before gear shifting and the target gear ratio, and a throttle valve opening. A vehicle transmission device comprising: a three-dimensional map; determining a target gear ratio from the first three-dimensional map, and then determining the control data from the second three-dimensional map. 2. 2. The vehicle transmission according to claim 1, wherein the control data is a voltage value applied to a DC motor.