JPH02180368A - Control unit for automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To restrain knocking in a short time by increasing target engine number of revolution at the time of knocking detection in a normal travel condition, and increasing the change gear speed of a non-stage change gear device in a quick-accelerating condition. CONSTITUTION:The normal travel condition or the quick-accelerating condition of a vehicle is judged from the signal of a throttle opening sensor 161 in an electronic control unit 120. And when the occurrence of knocking is detected from the output of a knock sensor 144, target engine number of revolution is made to increase in the normal travel condition, and the change gear speed of a non-stage change gear device 30 is made to increase in the quick- accelerating condition. Thus knocking can be restrained in a short time and fuel consumption can be improved, and also the lowering of the life of an engine and a non-stage change gear device can be prevented with a shock to them eliminated.

Description

Detailed Description of the Invention (Industrial Application Field) The present invention relates to an automatic transmission for a vehicle, in particular, an endless belt having a figure-7 or trapezoidal cross section is stretched between two variable pulleys, and the endless belt is connected to each The present invention relates to a control device for an automatic transmission for a vehicle that continuously changes the rotational speed ratio between the shafts of two variable pulleys by changing the radial position in contact with the variable pulleys.

(Prior art) Conventionally, belt-type continuously variable transmissions require a reversing gear in order to be used in vehicles, and there is a limit to the diameter of the variable pulley, making it difficult to increase the reduction ratio. Therefore, it is necessary to make the reduction ratio between the output shaft and the wheel drive shaft larger than that of a gear type transmission, but compared to a gear type transmission, the structure is a hour wheel and is smaller, so It is possible to integrate the device and the differential device into one piece.

This conventional belt-type continuously variable automatic transmission for vehicles has a structure in which an endless belt connects a primary pulley supported on the input shaft side and a secondary pulley supported on the output side. The primary pulley and the secondary pulley each include a fixed flange and a movable flange that moves relative to the fixed flange.

Further, a forward/reverse switching device is formed by a multi-disc clutch, a planetary gear device, and a multi-disc brake, and the forward/reverse switching device is disposed on the input shaft side or output shaft side of the variable pulley consisting of the primary pulley and secondary pulley. It is designed to switch the vehicle forward or backward.

Incidentally, the movement of the movable flange with respect to the fixed flange and the operation of the multi-disc clutch and multi-disc brake of the forward/reverse switching device have conventionally been performed using hydraulic pressure such as line pressure. When hydraulic pressure is used, it is possible to transmit pressure over long distances, and it is also possible to obtain large driving force with a small device.

However, on the other hand, if dust gets into the oil, it is likely to cause malfunctions, the viscosity changes due to changes in oil temperature and the output efficiency changes, and if the oil pressure temporarily drops, The endless belt slips and becomes unable to transmit power. Furthermore, it takes time for the actuator to actually operate after the operator starts the operation, resulting in poor responsiveness. In particular, when driving a car, it is desirable to be able to immediately obtain a corresponding driving state by the driver's operation, and it is necessary to improve responsiveness and operation feeling.

Therefore, an automatic transmission for a vehicle is provided in which an electric motor is used to move the movable flange relative to the fixed flange, and to operate the multi-disc clutch and multi-disc brake of the forward/reverse switching device.

In the above-mentioned automatic transmission for a vehicle, the position of the movable flange is changed by operating and rotating an electric motor to perform gear changes. therefore,
It is possible to prevent the valve from functioning properly due to oil leakage or dust entering the pond, and
When the operator performs an operation, the information is transmitted to the electric motor by an electric signal, so that the corresponding driving state can be immediately lowered by one level.

Further, the automatic transmission for a vehicle has a system consisting of a continuously variable transmission that transmits power through two variable pulleys, and a system that transmits power through a transfer device that bypasses the continuously variable transmission. The system has an auxiliary transmission system that allows switching between low-speed mode and high-speed mode.

The low-speed mode increases the system (input side rotational speed/output side rotational speed) ratio to make it easier to start the vehicle, and the high-speed mode is switched to improve torque transmission efficiency.

By the way, in the automatic transmission for a vehicle having the above configuration, a sensor is provided to suppress the occurrence of knocking, and when the occurrence of knocking is detected by the knock sensor, the system ratio of the continuously variable transmission is (Input side rotation speed/Output side rotation speed) is increased (see Japanese Patent Laid-Open No. 61-200034).

That is, when a knock detection signal from the non-knock sensor is detected, the system ratio is increased and the system ratio is maintained for a certain period of time. If knocking occurs within a certain period of time, the system ratio is further increased, and the same operation is repeated until knocking no longer occurs, at which time the system ratio is decreased. .

(Problem to be Solved by the Invention) However, in the conventional automatic transmission for a vehicle, when knocking stops occurring, the system ratio is reduced, so there is a risk that knocking will occur again. Furthermore, although the system ratio is increased to increase the engine speed after knocking occurs, the gear change speed remains unchanged, resulting in a longer knocking time.

Furthermore, the lock-up point of continuously variable transmissions is set lower than that of normal 3-speed or 4-speed vehicle automatic transmissions, so
Sometimes knocking occurred just by locking up.

The present invention eliminates the problems of the conventional automatic transmission for vehicles, and when knocking occurs, it can be quickly eliminated without worsening fuel efficiency, and knocking can be prevented from occurring again. An object of the present invention is to provide a control device for an automatic transmission for a vehicle.

(Means for Solving the Problems) In order to solve the above problems, the present invention provides an endless bell (33) with a V-shaped or trapezoidal cross section between the two variable pulleys (31) and (32). Pass, the endless bell l = (
33) are the respective variable pulleys (31) and (32)
Knocking is detected in a control device for a vehicle automatic transmission that continuously converts the engine speed transmitted through a fluid transmission device and outputs °ζ by changing the radial position in contact with the Non-king sensor (1
44), means for detecting the operating state of the throttle, and means for determining whether the vehicle is in a steady running state or in a rapidly accelerating state.

and means for increasing the target engine speed when knocking is detected in a steady running state and increasing the speed change speed of the continuously variable transmission (30) in a sudden acceleration state, and means for canceling the knocking process. It is equipped with

The means for determining whether the vehicle is in a steady running state or in an accelerated state is performed by comparing the throttle opening or the rate of change in the throttle opening with a set value.

Further, the target engine speed is increased within a range that does not exceed a preset knock prevention limit line.

The means for canceling the knocking process is such that the conditions for canceling the knocking process are that a certain period of time has elapsed since the signal from the knocking sensor (144) disappeared;
This means that a set time has elapsed since the signal from 4) disappeared, and the set time is determined based on the number of times the knocking process has been performed. Further, the means for canceling the knocking process may be such that the conditions for canceling the knocking process are an OFF operation of the ignition key 7 and the engine water temperature being equal to or higher than a set value.

Furthermore, there is a variable pulley (made up of a fixed flange and a movable flange whose relative positions are changed by an electric motor (101)).
Two variable pulleys (31) and (12) are provided facing each other, and an endless belt (33) with a V-shaped or trapezoidal cross section is stretched between the two variable pulleys (31) and (12). ) are variable pulleys (31) and (32
) by changing the radial position of contact with
The above control device can also be applied to a control device for a vehicle automatic transmission that continuously converts and outputs the engine rotation speed transmitted through a fluid transmission device.

(Operation and Effects of the Invention) According to the present invention, the knocking sensor (144) for detecting knocking as described above, the means for detecting the operating state of the throttle, and whether the vehicle is in a steady running state or in a rapidly accelerating state. A continuously variable transmission system that increases the target engine speed when knocking is detected in steady driving conditions, and in sudden acceleration conditions! (30) Since the device has a means for increasing the speed change speed and a means for canceling the knocking process, when knocking occurs and the vehicle is running at a low speed, the target engine speed is increased. Since the continuously variable transmission (30) increases the speed change speed when the vehicle is rapidly accelerating, knocking can be suppressed in a short time. In addition, by suppressing knocking, fuel efficiency is improved, and the engine and continuously variable transmission (30
), thereby preventing a decrease in their lifespan.

In the above description, each element is given a reference numeral for convenience of explanation, but these do not limit the configuration of the present invention.

(Example) Hereinafter, an example of the present invention will be described in detail with reference to the drawings.

FIG. 1 is an operation flow diagram of a control device for a vehicle automatic transmission showing an embodiment of the present invention, FIG. 2 is a schematic diagram of the vehicle automatic transmission, and FIG. 3 is a diagram showing various positions of the vehicle automatic transmission. FIG. 4 is a functional diagram of a control system for a vehicle automatic transmission, and FIG. 5 is a control block diagram of the vehicle automatic transmission.

First, the automatic transmission for a vehicle according to the present invention, particularly the automatic transmission for a vehicle to which the control device for the automatic transmission for a vehicle is applied, will be explained along the schematic diagram shown in FIG. 2. An input device 10 consisting of a fluid partner 1 and a lock-up clutch 12, an auxiliary transmission 40, a primary pulley 31,
A continuously variable transmission device 30 consisting of a secondary pulley 32 and an endless belt 33 with a V-shaped or trapezoidal cross section, and a reduction gear device 7
1 and a differential gear device 72.

The auxiliary transmission device 40 includes a low/high speed mode switching device 20 consisting of a transfer device 80, a single planetary gear device 21, and a mode switching engagement device 22, and a front and rear device consisting of a dual planetary gear device 91, a reverse spray gear 2, and a forward clutch C1. A forward switching device 90 is provided.

The single planetary gear device 21 includes a first element 21R (
or 21S), a second element 2IC connected to the output member 70 of the continuously variable transmission jR,1, and a third element 21S (or 21R) connected to the human power shaft 60 from the input device 10 via a transfer device 80. ).

Also, the single planetary gear device? ! 2 in the mode switching security bag that switches 21 between high speed mode H and low speed mode L.
2 consists of a locking means consisting of a + go one-way flanch F and a low coast reverse brake Ill, and a high clutch C2. The locking means F, 81 is connected via a transfer device 80 to the third element 21S (or 21R) which becomes a reaction force support member when used as a deceleration mechanism in low speed mode, and , high clutch C2
is interposed between the input shaft 60 and the third element 215 (or 211?). That is, the ring gear 21R of the single planetary gear device 21 is interlocked with the output part 30a of the continuously variable transmission 30, and the carrier 21C is interlocked with the output member 7.
0, and the sun gear 21S is interlocked with the low one-way clutch F and the low coast reverse brake B1 via the transfer device 80, and is also interlocked with the high clutch C2.

In addition, the dual planetary gear device 91 has its sun gear 915 connected to the input shaft 60, and the carrier 91C connected to the human power section 30b of the continuously variable transmission 30, and connected to the input shaft 60 via the forward clutch C1, Further, a ring gear 911i is connected to a reverse brake [12].

Each clutch, brake, and one-way clutch in the automatic gear having the above configuration operate as shown in FIG. 3 in each engine.

The on state of each element is indicated by a circle. Further, the * mark indicates that the lock-up clutch 12 operates appropriately i).

To explain this in detail, in the low speed motor 'L in the D range, the forward clutch CI and the row one-way clutch F operate. In this state, the rotation of the engine crankshaft is transmitted to the input shaft 60 via the lock amplifier clutch 12 or the fluid coupling 11, and the dual planetary gear system T! , 91, and is also transmitted to the carrier 91C via the forward clutch CI. Therefore, the dual planetary gear device 91 rotates together with the input shaft 60 and transmits rotation in the positive direction to the human power section 30b of the continuously variable transmission 30,
Further, the rotation which has been appropriately changed in speed by the continuously variable transmission device 30 is transmitted from the output section 30a to the ring gear 21R of the single planetary gear device 21. On the other hand, in this state, the sun gear 215, which is a reaction force support element that receives a reaction force, is stopped by the row one-way clutch F via the transfer device 80, and therefore, the rotation of the ring gear 2111 is transferred from the carrier 21C as a deceleration rotation. Further, the reduction gear device 71 and the differential gear bag 'jl are taken out.
172 to the axle shaft 73.

Further, in high speed mode H in the D range, the forward clutch C1 and the high clutch C2 are connected.

In this state, similarly to the above-mentioned case, the forward rotation that has been appropriately changed by the continuously variable transmission 30 is taken out from the output portion 30a and input to the ring gear 21R of the single planetary gear device 21.

On the other hand, at the same time, 600 revolutions of the input shaft is transmitted to the sun gear 215 of the single planetary gear device 21 via the Hicra Tuna C2 and the transfer device 80, and thereby the torque is transmitted to the ring gear 21R and the sun gear 21S in the single planetary gear device 21. are combined and output from the carrier 2 IC.

At this time, the sun gear 215 is equipped with a transfer device 8.
Since the rotation against the reaction force is transmitted through the transfer device 80, a predetermined positive torque is transmitted through the transfer device 80 without causing torque circulation.

Then, the torque from the combined carrier 21C is:
The signal is transmitted to the axle shaft 73 via the reduction gear device 71 and the differential gear device 72.

Next, low speed mode L and high speed mode H in S range
The operating state of each element is almost the same as that in the D range, but in the low speed mode L of the D range, the low speed which is in a free state when the reverse torque is applied (during engine braking) based on the one-way clutch F is Coastal reverse brake Bl is in low speed mode L of S range.”
ζIt operates in addition to the row one-way clutch F, and transmits power even when reverse torque is applied.

Furthermore, in the R range, the low coast reverse brake III and reverse brake B2 are operated. In this state, since the ring gear 91R is fixed in the deal planetary gear system [91, the rotation of the input shaft 60 is reversed from the carrier 91C.
! 130. On the other hand, the sun gear 21S of the single planetary gear system 221 is fixed based on the operation of the low coast stall reverse brake 111. Therefore, the reverse rotation from the continuously variable transmission 30 is decelerated in the single planetary gear system af21, and the output member 70
It is taken out.

Next, the functions of the control system for a vehicle automatic transmission will be explained with reference to FIG.

The control bag WIU for a vehicle automatic transmission includes an electronic control device 120 consisting of a micro combinator, and a hydraulic control device 150.
, an external signal device consisting of various sensors, operating means, a display device, and various actuators.

The electronic control device 120 stores predetermined patterns such as best fuel consumption characteristics, maximum power characteristics, engine brake control, L-H switching control, etc., and performs predetermined calculations such as display device 173, driver 177, etc., which will be described later. 178.179
and is output to the hydraulic related device 151 of the hydraulic control device 1!150.

In addition, the external signal devices include a knocking sensor 144 and a throttle opening sensor 16 disposed in the entaff 8 section.
1. The primary unit located in the first part of the continuously variable transmission.
A pulley rotation speed sensor 165, a secondary pulley rotation speed sensor 166, a vehicle speed sensor 167, a motor rotation signal sensor 169, a foot brake signal sensor 170 located at the driver's seat, and a shift position sensor that detects the selected position of the shift lever. It has a sensor 171, a pattern selection device 172 through which the driver selects various patterns such as economy, power, etc., and various display devices 173.

And the actuator is an input device! A fluid coupling 11 and a lock-up clutch 12 are provided in the auxiliary transmission 40, and a low coast and reverse brake Bl forward clutch CI is provided in the auxiliary transmission 40.

It has a high clutch C2 and a reverse brake B2. The actuator further includes a CVT speed change motor 1 that controls the speed change of the continuously variable transmission 30 via the driver 177.
01 and the brake 180 for holding the CVT shift shift dark 1 in the shift position, and the driver 1
78, the L-H switching motor 152 and the brake 153 that holds the L-H switching motor 152 in the switching position; It has a brake 155 to hold it in the switching position.

Next, according to the control diagram in Figure 5 °ζ, the electronic control bag! The action of 120 will be explained.

The operating limit (stroke end) of the continuously variable transmission 30 is detected by the rotation signal from the motor rotation signal sensor 169 and the alarm signal from the driver's alarm signal sensor 176, and the throttle opening is detected by the signal from the throttle opening sensor 161. (θ) and its rate of change is detected by taking into account the soft timer.

In addition, the primary pulley rotation speed (N?) and secondary pulley rotation speed (N, ) are detected by signals from the primary pulley rotation speed sensor 165 and the secondary pulley rotation speed sensor 166, respectively, and the vehicle speed sensor 16
The vehicle speed is detected by the signal from the shift position sensor 172. Furthermore, patterns such as economy mode, power mode, etc. are detected by the signal from the pattern selection device 172, and furthermore, the signals from the shift position sensor 172 are used to detect patterns such as P, l'? , N,
Each of the D, SH, and SL ranges is detected, as well as changes in the shift position. Also, the brake operating state is detected based on the signal from the fund brake sensor 170, and the occurrence of knocking is detected based on the signal from the knocking sensor 144.

Then, based on the throttle opening degree and its rate of change, the detected shift position value, and the detected pattern value, the acceleration request judgment unit 200 makes a predetermined judgment, and also based on the primary pulley rotation speed and the secondary pulley rotation speed, the current belt The ratio calculation unit 201 calculates the current torque ratio (hereinafter referred to as "current belt ratio") T of the continuously variable transmission 30.

Further, based on the current belt ratio value from the current heald ratio calculation section 201 and the current low speed or high speed mode state signal from the H-L selection judgment section 203, which will be described later, the current system ratio calculation section 202 determines the current stepless A torque ratio (hereinafter referred to as "current system ratio") a for the transmission 1 is calculated. On the other hand, based on the signal from the acceleration request determining section 200, the detected pattern value, and the signal from the detected shift position value, the best fuel efficiency/maximum power determining section 205 determines whether to control based on the best fuel efficiency characteristic or the maximum power characteristic. do. Then, based on the signal from the best fuel efficiency/maximum power determining unit 205, throttle opening, engine speed and vehicle speed, brake detection signal, and knocking detection signal, the target system upper/lower limit calculation unit 206 determines the target Upper and lower limit values a of the torque ratio of the entire transmission (hereinafter referred to as "target system ratio") 11. □+”m (calculate n.

Further, based on the signal from the upper/lower limit calculation unit 206, the target belt ratio calculation unit 207 calculates a target torque ratio (hereinafter referred to as r target belt ratio) in the low speed mode of the continuously variable transmission 30.
T''' of ) and the target belt ratio T11.I in the high speed mode are calculated.

Further, based on the vehicle speed and the signal from the current belt ratio calculation section 201, the low speed downshift check section 20B controls the gear shift of the continuously variable transmission 30 depending on the extremely low speed running state, the low speed running state, and the normal running state. .

Then, a signal from the acceleration request determination section 200, a detected throttle opening value, a signal from the current belt ratio calculation section 201, a signal from the current system ratio calculation section 202, a detected primary pulley rotation value, and a secondary pulley rotation value. Based on the detected value, the signal from the best fuel efficiency/maximum power judgment section 205, the signal from the target system upper/lower limit calculation section 206, and the signal from the target belt ratio calculation section 207, the H-L selection judgment section 203 determines the current state. Continuously variable transmission in the same mode! Is it better to achieve the target system ratio A4 with only 30 gear shifts?
Alternatively, it is determined whether it is better to switch the mode (H→L or L→H) to achieve the target system ratio a1.

Furthermore, in addition to the high speed mode H or low speed mode from the H-L selection judgment unit 203, the stroke end detection value,
Based on the signals from the acceleration request judgment section 200, the current belt ratio calculation section 201, the target belt ratio calculation section 207, the target system upper/lower limit calculation section 206, and the non-tongue sensor 144, the CVT gear shift motor control signal section raw part 210-
In the predetermined mode determined by the L selection determination unit 203, the upper and lower limit values a of the ζ target system ratio mmx ”
A predetermined rotation signal is output to the driver a driver 177 so as to rotate the CVT transmission motor 101 to control the continuously variable transmission 30.

Also, throttle opening detection value, P, R, N, DSH, S
Based on the L detection value and the shift position change detection value, the morph control signal generation unit 211 for forward/forward switching generates the driver 179.
A predetermined signal is generated to rotate the forward/reverse switching motor 154 to control the forward/reverse switching motor 154. Then °ζ, H-
When the L-H switching motor control signal generating unit 212 determines to switch to the low speed and high speed modes based on the signal from the L selection determining unit 203, the shift position, the throttle position, and the lever opening 11ffi detection, a switching signal is generated. , L-H
The switching motor 152 is rotated to perform the switching, and the long-assoap control signal generator 213 controls the solenoid valve 61 based on the throttle opening detection value, the primary pulley rotation speed detection value, and the detection of knocking. °ζPerform Rotsta amplifier.

Next, the operation of the control device for a vehicle automatic transmission will be explained with reference to FIG.

Step ■ Read the detected values from each sensor as digital values.

Step ■ Determine the acceleration request from the throttle opening and its rate of change.

Step ■ Detect knocking using a knocking sensor and perform knocking processing.

Step ■ Primary pulley rotation speed N2, secondary pulley rotation speed N, current belt ratio T.

Calculate. here, TP = N, /N.

Step ■ Calculate the current system ratio from the current mode (L mode or H mode) and current belt ratio.

Step O The target system ratio upper and lower limits are calculated from the throttle opening θ, driving mode (power mode or economy mode), brake signal, knocking detection signal, and vehicle speed detection value.

Step ■ Based on acceleration request, throttle opening, current belt ratio, current system ratio, primary pulley rotation speed N, secondary pulley rotation speed N1, driving mode, target system ratio, and target belt ratio, set the auxiliary speed change bag w140 to low speed. It is determined whether to set the mode or high speed mode.

Step ■ Based on the current mode, current belt ratio, current system ratio, target torque ratio, target system ratio, etc. determined by the H-L selection judgment unit 203, the current system ratio is within the upper and lower limits of the target system ratio. Continuously variable transmission 30
The direction and speed of the shift are determined, and the control is performed to match the direction and speed of the CVT* speed and the 01 speed.

Step (2) A decision is made between the N range and the R range depending on conditions such as the shift position and throttle opening, and the forward/reverse switching motor 154 is controlled.

Step [Phase] The L-H switching motor 152 is controlled by the mode switching signal, throttle opening, shift position, etc. signals from the H-L selection determining section 203.Step (2)
The lock-up solenoid pulp 61 is controlled based on the knocking detection value, the throttle opening detection value, and the primary pulley rotation speed detection value.

Here, processing for detecting knocking, suppressing it, and eliminating it will be described in detail.

In the control device for the automatic transmission for a vehicle, when the knocking sensor 144 detects knocking, it is determined whether the vehicle is in a steady running state or in a rapidly accelerating state. When the vehicle is in a steady running state, the target engine speed is increased to suppress knocking, and when the vehicle is in an accelerating state, knocking is suppressed by increasing the gear change speed.

FIGS. 6 and 7 are operational flowcharts for performing acceleration request determination processing.

FIG. 6 is an operation flowchart of an acceleration request determination process in which the presence or absence of an acceleration request is determined based on the magnitude of the throttle opening θ.

Step ■ Determine whether an acceleration request has been made so far.

Steps ■~■ If there is no acceleration request, slot 7) If the small opening degree θ is larger than the predetermined value and θ>α, set the acceleration request flag (C=1).

Steps ■ to ■ If there is an acceleration request (C=1), the throttle opening θ is smaller than a predetermined value and θ<β (α>β), the acceleration request flag is reset (C=O).

FIG. 7 is an operational flow diagram of an acceleration request determination process in which the presence or absence of an acceleration request is determined based on the magnitude of the rate of change θ' of the throttle opening θ.

Step ■ Determine whether an acceleration request has been made so far.

Steps (1) to (2) When there is no acceleration request, if the rate of change θ' of the throttle opening θ is greater than a predetermined value and θ'>γ, an acceleration request flag is set (C=1).

Steps ■～■ If there is an acceleration request (C=1), step
] If the sotol opening θ is smaller than the predetermined value, θ<β, and the rate of change θ′ of the throttle opening θ is smaller than the predetermined value, θ′<δ (γ>δ), reset the acceleration request flag. (C=0).

FIG. 8 is an operational flow diagram of knocking monitoring processing.

When a knocking signal is detected, a flag for executing knocking processing is set, and when the knocking signal is no longer present,
Thereafter, the knocking process execution flag is reset after a certain period of time has passed. The knocking process continues for a certain period of time after knocking stops occurring.

Step ■ Do not judge whether there is a signal from the knocking sensor 144.

Step ■ If there is a signal from the knocking sensor 144, set the knocking processing execution flag (B=1)L
, the delay count value is set as 'ζ, CNT=n.

Steps ■～■ If there is no signal from the knocking sensor 144 (A・-0), the work counter for canceling the knocking process is decremented (CNT -1-RACNT
), and when the count is up (CNT = 0), the knocking process execution flag is reset (B = 0).

FIG. 9 is another operational flow τE- diagram of the knocking monitoring process.

The number of knocking occurrences is counted by detecting the knocking signal, and the delay tightness for canceling the knocking process after the knocking signal disappears is changed depending on the number of times the knocking occurs.

Step (2) Determine whether there is a signal from the knocking sensor 144.

Step (2) If there is a signal from the knocking sensor 144, it is determined whether the knocking processing execution flag is set (B-1).

Steps ■～■ Knocking processing execution flag is 7/)(
B=1), the number of knocking occurrences i is counted, and the knocking processing flag is set to CNT=ni by setting the value in the work counter for canceling the knocking processing. set(
B=1). The acid value n is a value calculated according to the number of knocking occurrences (1).

Steps ■～■ If there is no signal from the knocking sensor 144 (A=O), the work counter is decremented (CNT -1→CNT)! , and when the count is up (CNT=0), the knocking process execution flag is reset (B=0).

FIG. 10 is yet another operational flow diagram of the knocking monitoring process.

The number of knocking occurrences is counted by detecting the knocking signal, and according to the number of times, the delay time is canceled after the knocking signal disappears.
is set to change.

In this case, if the number of knocking occurrences exceeds a predetermined value, the knocking process execution flag is not reset until the ignition key is turned off.

■ Determine whether there is a signal from the knocking sensor 144.

Step ■ If there is a signal from the knocking sensor 144, the knocking processing execution flag is set) (B=1)
Determine whether or not.

Steps ■～■ If the knocking processing execution flag is set to cents (
B = 1) If not, count the number of knocking occurrences (1), set the count value to the work counter for i + 1 → l knocking processing cancellation, set CNT = n +, and set the knocking processing flag to do(
B=1). The acid value n, depends on the number of knocking occurrences i.
ζ is the value to be set.

Ste/knob ■～■ When there is no signal from the knocking sensor 144 (A=0), the number of knocking occurrences i is less than the set value, i≦γ, and the count value of the work counter for canceling the knocking process is not 0. If so, decrement the work counter (CNT -1→CIJT) 1. , and when the count is up (CNT = 0), the knocking process execution flag is reset (B = 0).

Step [Phase] If there is no signal from the knocking sensor 144 (A=0), the number of knocking occurrences 1 is greater than a predetermined value, and i>γ, the knocking processing execution flag is reset only when the ignition key is turned off. It is possible to do so.

FIGS. 11 and 12 are further operational flow diagrams of the knocking monitoring process.

In FIG. 11, when there is a signal from the knocking sensor 144 (A-1), the knocking process execution flag is set to seven degrees (B=1)L, and when the ignition key is turned off, the knocking process execution flag is reset (B= 0)
be done.

In FIG. 12, when there is a signal from the knocking sensor 144 (A=1), the knocking processing execution flag is set (B=1)L, and when the signal from the knocking sensor 144 disappears, the engine water temperature reaches a predetermined level. If the temperature is higher than the temperature, the knocking process execution flag is reset (B
=O) is done.

After the non-tongue monitoring process is performed in this manner, the target systemization upper and lower limit values are calculated.

FIG. 13 is an operation flow diagram for the process of calculating the target system upper and lower limit values, and FIG. 14 is a diagram showing the relationship between the current throttle opening and the rotation speed.

Through this process, when knocking occurs, the target rotational speed is changed in an upward direction (knock prevention limit line) until knocking disappears. Then, the target rotation speed higher than normal is maintained from the time when knocking disappears until the knocking processing flag (B=1) disappears.

Step Φ Calculate the target engine speed N rot from the current throttle opening θ and vehicle speed V.

Step (2) Determine whether there is a signal from the knocking sensor 144.

Step 7 ■～■ If there is a signal from the knocking sensor 144 (A=1), the knocking prevention limit rotation speed NLM at the current throttle opening θ as shown in FIG.
Let T (NLHy > NF(IL)) be the target engine speed N1.Then, the difference ΔN between the current engine speed N1 at this time and the target engine speeds NF and L is calculated.

Steps ■~■ If the signal from the knocking sensor 144 disappears (A=O) and the non-two-tongue processing execution flag is set (B=1), a higher target engine rotation speed N1 is maintained.

N"=ΔpJ + N yot Step■ There is no signal from the knocking sensor 144 (A=O), and there is no knocking processing execution flag (
B=1), the rotational speed NFLIL is set as the target engine rotational speed N''.

Step 7■ Add a hysteresis width (Nil, NL) to the target engine speed N" above, and set the target system l, upper and lower limits a'"+a+llll+a"1.0@
calculate.

N”,=N”+N.

N", = N"-NL a" amx --C'?Ju" / Va" a
im = C-NL''/V (cz constant) In this way, the above target systemization upper and lower limit values a''a
After determining mx + a'' sin, the CVT speed change motor is controlled.

FIG. 15 is an operation flow diagram for controlling the CVT gear shifting motor, and FIG. 16 is a diagram showing the relationship between the deviation between the target value and the current value and the gear shifting speed.

When the acceleration request increases, the downshift speed is increased until the knocking stops.

Stesive ■～■ Current system ratio a2 is target system J,
If it is within the range of the upper and lower limit values and a''++i.<ap<a'' may, a stop signal is output to the CVT speed change motor 101.

Steps ■~■ The current system ratio a, is outside the range of the upper and lower limits of eye systemization, a, <a''+++in or a''am, <a.

In this case, the 151-luke ratio T0 is determined from the current mode.

Steps 1 to 2 Compare the current torque ratio T and the 3M target torque ratio T1, determine the shift direction of the movable platen of the continuously variable transmission 30, and output No. 13 of the amplifier shift or downshift.

Steps ■～■ There is a signal from the knocking sensor → 44 (A=1), and the acceleration request flag is set (C=1).The shift speed of the CVT shift motor 01 is increased, and the shift speed is increased as shown in Fig. 16. As shown in , let e'=g(x).

Step @ If there is no signal from the knocking sensor 144 (A=0), return to the normal shifting speed and change e'=f.
(x).

Step @ Control the moving speed of the movable flange so that the speed change speed of the system ratio becomes C'.

Subsequently, as shown in FIG. 17, the lock-up solenoid pulp 61 is controlled, and the lock-up point is set high while the knocking signal is being detected. FIG. 18 is a diagram showing the relationship between engine speed and throttle opening.

Steps ■～■ When the lock-up solenoid is off and there is a signal from the knocking sensor 144 (A=1
), the lock-up-on judgment data NL-08 is set to N L 1 calculated as shown in FIG. 18, and when there is no signal from the knocking sensor 144 (A=O), the lock-up-off is Let determination data NL-08 be NLI.

Step ■■ Compare the judgment data NL-0 of the above 1 Kosokua Nobuon with the current engine rotation speed N, and
>I'1t-as, the lock-up solenoid pulp 61 is turned on.

Steps ■～■ When the lock-up solenoid is on, there is a signal from the knock-up sensor 144 (A=1
), the lock-up ON judgment data N and OFF are set to NL2 calculated as shown in FIG. 18, and when there is no signal from the knocking sensor 144 (A=0), the lock-up ON judgment data NL -OFF is set to NL2.

Step [Phase]■ Compare the above lock-up-off judgment data NL-OFF and the current engine rotation speed N,
If P is NL-0FF, the lock amplifier solenoid valve 61 is turned off.

Note that the present invention is not limited to the above embodiments,
Various modifications are possible based on the spirit of the present invention, and these are not excluded from the scope of the present invention.

[BRIEF DESCRIPTION OF THE DRAWINGS] Fig. 1 is an operation flow diagram of a control device for a vehicle automatic transmission showing an embodiment of the present invention, Fig. 2 is a schematic diagram of a vehicle automatic transmission, and Fig. 3 is a schematic diagram of a vehicle automatic transmission. A diagram showing the operation of each element in each body of the automatic transmission, Figure 4 is a control system function diagram of the automatic transmission for vehicles, Figure 5 is a control block diagram of the automatic transmission for vehicles, and Figure 6 is the throttle Figure 7 is an operation flow diagram of an acceleration request determination process that determines the presence or absence of an acceleration request based on the magnitude of the throttle opening. Figure 8 is an operational flow diagram of the knocking monitoring process, Figure 9 is an operational flow diagram of the knocking monitoring process, Figure 1O is an operational flow diagram of the knocking monitoring process, and Figure 11 is an operational flow diagram of the knocking monitoring process. Yet another operation flow diagram, 12th
The figure is another operational flow diagram of the knocking monitoring process, the first
Figure 3 is an operation flow diagram for the process of calculating the upper and lower limit values for the target system, Figure 14 is a diagram of the relationship between the current throttle opening and rotational speed, and Figure 15 is a diagram for performing dark control for CVT gear shifting. Figure 16 is a diagram of the relationship between the deviation between the target value and the current value and the speed change, Figure 17 is the diagram of the operation flow for controlling the lock-up solenoid valve, and Figure 18 is the engine rotation diagram for lock-up on/off determination. FIG. 3 is a diagram showing the relationship between the number and the throttle opening. l...Continuously variable transmission, 10...Input device, 11...
Fluid coupling, 12...Lock-up clutch, 20...
-Low and high speed mode switching device, 22...Mode switching engagement device, 30...Continuously variable transmission, 31...Primary...
Pulley, 32... Secondary pulley, 33... Endless belt, 40... Auxiliary transmission device, 60... Input shaft, 70... Output member, 71... Reduction gear device, 72
...differential gear device, 80...transfer device,
90... Forward/forward switching device, 101... CVT speed change motor, 120... Electronic control device, 150... Hydraulic control device, 152... L-H switching motor, 154...
・・Motor for forward/backward switching, 177, 178.179・・
·driver. Patent Applicant Aisin AW Co., Ltd. Agent Patent Attorney Mamoru Shimizu (1 other person) Figure 6 Figure 10 Figure 11 Figure 8 Figure 9 Figure 12 Skin l θ Figure 15

Claims (16)

[Claims] (1) By extending an endless belt with a V-shaped or trapezoidal cross section between two variable pulleys and changing the radial position where the endless belt contacts each variable pulley,
A control device for an automatic transmission for a vehicle that continuously converts and outputs the rotational speed of an engine transmitted through a fluid transmission device, comprising: a knocking sensor for detecting knocking; and a means for detecting an operating state of a throttle. , a means for determining whether the vehicle is in a steady running state or in a rapidly accelerating state, and a means for increasing a target engine speed when knocking is detected in a steady running state, and a means for changing the speed of a continuously variable transmission in a rapidly accelerating state. What is claimed is: 1. A control device for an automatic transmission for a vehicle, characterized in that the control device comprises means for increasing the speed of the vehicle, and means for canceling knocking processing. (2) The control device for an automatic transmission for a vehicle according to claim 1, wherein the means for determining whether the vehicle is in a steady running state or in a rapidly accelerating state is determined by comparing the throttle opening with a set value. (3) The control device for an automatic transmission for a vehicle according to claim 1, wherein the means for determining whether the vehicle is in a steady running state or in a rapidly accelerating state is determined by comparing a rate of change in throttle opening with a set value. . (4) Claims 1 and 2 in which the target engine speed is increased within a range that does not exceed a preset knock prevention limit line.
or 3. The control device for a vehicle automatic transmission according to 3. (5) Control of an automatic transmission for a vehicle according to any one of claims 1 to 4, wherein the means for canceling the knocking process is such that the condition for canceling is that a certain period of time has elapsed since the signal from the knocking sensor disappeared. Device. (6) The means for canceling the knocking process is such that the condition for canceling is that a set time has elapsed since the signal from the knocking sensor disappeared, and the set time is determined by the number of times the knocking process has been performed. 5. The control device for a vehicle automatic transmission according to any one of 1 to 4. (7) The control device for a vehicle automatic transmission according to any one of claims 1 to 4, wherein the means for canceling the knocking process has a condition for canceling the knocking process is an ignition key off operation. (8) The means for canceling the knocking process is characterized in that the condition for canceling the knocking process is that the engine water temperature is equal to or higher than a set value.
4. The control device for a vehicle automatic transmission according to any one of 4. (9) Two variable pulleys consisting of a fixed flange and a movable flange whose relative positions can be changed by an electric motor are provided facing each other, and an endless belt with a V-shaped or trapezoidal cross section is stretched between the two variable pulleys. A control device for a vehicle automatic transmission that continuously converts and outputs the engine rotation speed transmitted via a fluid transmission device by changing the radial position where an endless belt contacts each variable pulley. , a knocking sensor for detecting knocking, a means for detecting the operating state of the throttle, a means for determining whether the vehicle is in a steady running state or a rapidly accelerating state, and a knocking sensor that detects knocking when knocking is detected in a steady running state. 1. A control device for an automatic transmission for a vehicle, comprising means for increasing the speed change speed of the continuously variable transmission in a state of sudden acceleration, and means for canceling knocking processing. (10) The control device for an automatic transmission for a vehicle according to claim 9, wherein the means for determining whether the vehicle is in a steady running state or in a rapidly accelerating state is determined by comparing the throttle opening with a set value. (11) The control device for an automatic transmission for a vehicle according to claim 9, wherein the means for determining whether the vehicle is in a steady running state or in a rapidly accelerating state is determined by comparing a rate of change in throttle opening with a set value. . (12) Claim 9, wherein the target engine speed is increased within a range that does not exceed a preset knock prevention limit line;
12. The control device for a vehicle automatic transmission according to 10 or 11. (13) Control of an automatic transmission for a vehicle according to any one of claims 9 to 12, wherein the means for canceling the knocking process is such that the condition for canceling is that a certain period of time has elapsed since the signal from the knocking sensor disappeared. Device. (14) The means for canceling the knocking process is such that the condition for canceling is that a set time has elapsed since the signal from the knocking sensor disappears, and the set time is determined by the number of times the knocking process is performed. 9-12
A control device for a vehicle automatic transmission according to any one of the above. (15) Claims 9 to 12 wherein the means for canceling the knocking process is such that the condition for canceling is an ignition key off operation.
A control device for a vehicle automatic transmission according to any one of the above. (16) Claim 9, wherein the means for canceling the knocking process is such that the condition for canceling the knocking process is that the engine water temperature is equal to or higher than a set value.
13. The control device for a vehicle automatic transmission according to any one of items 1 to 12.