JPH0238755A - Controller of continuously variable transmission for car - Google Patents

Abstract

PURPOSE:To have the car control responded immediately according to a driver's will by correcting either value of an aimed speed change ratio or of an aimed engine speed set from an engine parameter, according to an estimated engine output. CONSTITUTION:An aimed speed change ratio R being read from a storage means 304, based on engine speed, the negative pressure in an inlet pipe, throttle opening obtained at sensors 204, 206, 207, along with a feed-back signal of a speed change ratio detecting sensor 128, a feed-back control means 306 executes control so as to materialize the aimed speed change ratio R by having a swash plate tilt angle of a hydraulic motor altered via a motor 86. At this time, engine output is estimated from data of detected air pressure, or from the increased amount of acceleration, change in setting of running mode, and so on by an engine output estimating means 601, and the additive amount of speed change ratio corresponding to this is read from a storage means 602, and the aimed speed range ratio R is corrected at an addition means 305. In this way, the running of a car can be properly carried out based on the will of a driver.

Description

[Detailed Description of the Invention] (Industrial Application Field) The present invention relates to a control device for a continuously variable transmission for a vehicle, and in particular, to a control device for a continuously variable transmission for a vehicle, and particularly to a control device for controlling a gear ratio in accordance with the running condition of the vehicle. The present invention relates to a control device for a continuously variable transmission for a vehicle.

(Prior Art) Continuously variable transmissions installed in zero-motion vehicles, motorcycles, etc. (hereinafter simply referred to as vehicles) convert the power of an internal combustion engine into a predetermined gear ratio (
This makes it possible to operate the internal combustion engine more efficiently by shifting gears (ratio), thereby improving fuel efficiency.

#Im of this continuously variable transmission for vehicles generally calculates a target gear ratio from throttle opening, engine speed, etc.
The actual speed change ratio (hereinafter referred to as the actual speed change ratio) is made to match the target speed change ratio.

Such a control device for a continuously variable transmission for a vehicle is described in, for example, Japanese Patent Laid-Open No. 62-273189. This control device is configured to control the continuously variable transmission according to vehicle speed information and throttle opening information of the vehicle.

(Problems to be Solved by the Invention) The above-described conventional technology had the following problems.

That is, the conventional continuously variable transmission for vehicles described in the above publication! The first control device relies on vehicle speed information and throttle opening information, in other words, detects the current running condition of the vehicle, and adjusts the continuously variable transmission according to the results. Since control is performed, the control response of the continuously variable transmission may be slow and accurate control may not be possible.

That is, in a vehicle equipped with the continuously variable transmission, fuel injection to the engine is controlled according to throttle opening information, engine rotation speed information, etc., and thereby the vehicle speed is controlled. After this, the continuously variable transmission is controlled using vehicle speed information, etc., so there is a response delay in the continuously variable transmission control, and it takes a relatively long time for the vehicle to reach the driving state intended by the driver. This takes time and leads to a decline in driving performance.

Therefore, when attempting to accelerate suddenly by opening the throttle valve suddenly, when the atmospheric pressure is different from that on flat ground due to driving at high altitudes, or when the driving mode selector switch (sport When a continuously variable transmission is provided with a switch for setting running mode, fuel-efficient running, etc., and running is performed depending on the state of the control switch, the control of the continuously variable transmission cannot immediately respond to the running state of the vehicle.

The present invention has been made to solve the above-mentioned problems, and its purpose is to instantly and appropriately control a continuously variable transmission according to the engine output state of the vehicle, thereby improving driving performance. An object of the present invention is to provide a control device for a continuously variable transmission for a vehicle that can be improved.

(Means and effects for solving the problem) (1) In order to solve the above problems, the present invention predicts what the engine output will be, and according to this prediction result, continuously variable transmission The feature is that the UJ transmission gear ratio or target engine speed is modified. In other words, the feature is that the continuously variable transmission is controlled in accordance with the engine parameters and the generation status of the engine output.

This allows the continuously variable transmission to be controlled by immediately following changes in engine output.

(2) The state in which the engine output decreases is detected, and the engine output is predicted based on this detection result.
Even if the vehicle is in a situation where the engine output decreases, it is possible to prevent the driving performance from decreasing due to the decrease in the output.

(3) Since the atmospheric pressure data detected by the atmospheric pressure detection means is used to determine the state in which the engine output decreases, the engine output state can be easily predicted. There is no need for sensors etc.

(4) Furthermore, since the engine output is predicted by detecting the acceleration increase in fuel, the vehicle can be smoothly accelerated.

(5) Since the acceleration increase in fuel is detected by detecting the rate of increase in throttle opening and/or the rate of increase in engine speed, it is possible to easily predict engine output i'lpI. can. Moreover, no new sensor or the like is required for this purpose.

(6) Since the engine output is predicted according to the setting status of the driving mode setting switch of the number of stages, the vehicle can run smoothly according to the setting of the driving mode setting switch. .

(Example) The present invention will be described in detail below with reference to the drawings.

First, in the continuously variable transmission controlled by the present invention, it is desirable that the gear ratio of the continuously variable transmission is uniquely determined by determining the drive amount of the gear ratio changing means. Such a continuously variable transmission is known, for example, from Japanese Patent Application Laid-Open No. 62-2
It is described in No. 24770.

The continuously variable transmission described in the above publication will be explained below.

The continuously variable transmission described in the above publication includes a constant displacement swash plate type hydraulic pump (hereinafter referred to as a hydraulic pump) P and a variable displacement type swash plate type hydraulic motor (hereinafter referred to as a hydraulic motor) M.
It is composed of

The gear ratio R of this continuously variable transmission is determined by the following equation.

Therefore, by changing the capacity of the hydraulic motor M from zero to a certain value, the gear ratio can be changed from 1 to a certain required value.

Since the capacity of the hydraulic pump P is determined by the stroke of the motor plunger, the gear ratio can be changed from 1 to a certain required value by tilting the motor swash plate from an upright position to a certain inclined position.

FIG. 2 is a block diagram showing a hydraulic circuit of the continuously variable transmission.

In FIG. 2, F is an oil pump driven by the engine E, C is a clutch mechanism, Q is a flow rate adjustment mechanism, Wr is a drive wheel rotationally driven by the output shaft of the continuously variable transmission, and Wf is a driven wheel. The driving wheels are shown, and a hydraulic closed path G is formed between a hydraulic pump P and a hydraulic motor M.

This hydraulic closed circuit G includes an outer oil passage 41 forming a high pressure oil passage.
and an inner oil passage 40 forming a low pressure oil passage.

The oil pump F is connected to the inner oil passage 40 and the outer oil passage 41 via a replenishment oil passage 120 and a check valve 121, and the oil #I pumped from the oil tank 122 is supplied to the replenishment oil passage 41. It is supplied via an oil passage 120 and a check valve 121. Further, a relief valve 123 is provided in the middle of the supply oil passage 120 to adjust the pressure of the supplied hydraulic oil to a constant value.

The clutch mechanism C includes an actuator 12 equipped with a clutch sensor 124 that detects the operating position of the first distribution valve 45 (or the operating position of the first control ring) as a clutch valve.
5, and the flow m2J straightening machine horizontal Q is:
The tilt angle control mechanism 80 includes an actuator 127 equipped with a flow rate sensor 126 that detects the operating position of the second distribution valve 46 (or the operating position of the second control ring), and further includes an electric motor 86 as an actuator. The tilting position of the motor swash plate 20, that is, 1. It is constituted by a gear ratio detection sensor (ratio sensor) 128 for detecting the gear shift position. This gear ratio detection sensor 128
will be described below with respect to FIG.

The control means U controls each actuator 1.
25, 12 electric motor 86 and clutch sensor 1
24, a Ne sensor 204 which is electrically connected to the flow rate sensor 126 and the gear ratio detection sensor 128 and which detects the rotational speed Ne of the engine E; a θtb sensor 207 which detects the throttle opening θth of the engine E; A vehicle speed sensor Sc that detects the rotational speed of the driving wheel W', a brake sensor Sd that detects the operating state of a braking mechanism such as a brake lever of the vehicle, a vehicle speed sensor Se that detects the rotational speed of the driven wheel Wf, a change switch Sf, large A pa sensor 205 for detecting atmospheric pressure Pa and a pb sensor 206 for detecting a negative pressure Pb downstream of the throttle valve in the intake pipe (hereinafter simply referred to as negative pressure in the intake pipe) are connected to each other.
Information from each of these sensors is constantly being manually collected.

The control means U performs functions of the microcomputer 201, which will be described later with reference to FIG. It also has functions to execute various necessary controls.

An example in which a continuously variable transmission configured as described above is mounted on a motorcycle is shown in FIGS. 3 and 4.

This motorcycle includes a body frame 130, an engine E1 supported by the body frame 130, and the above-mentioned continuously variable transmission CVT disposed downstream of the engine E.

The continuously variable transmission CVT in this case is a hydraulic type,
As shown in FIG. 3, the output shaft 25 is arranged in the left-right direction of the vehicle body so as to be parallel to the crankshaft 1 of the engine E.

Further, the symbol Wf indicates a driven wheel, and Wr indicates a drive wheel to which driving force is transmitted from the engine E, and the vehicle body frame 13
A fuel tank 131 is fixed to the upper front part of the 0, and a seat 132 is fixed to the rear seat rail 13Oa.

The driven wheel Wf is a front fork 134 attached to a head pipe 133 at the front of the vehicle body frame 130.
A handle 135 is rotatably supported at the lower end and attached to a front fork 134 above the head pipe 133.

On the other hand, as shown in FIG. 4, the drive wheel W" is the swinging end of a swing arm 137 attached to the vehicle body frame 130 so as to move rA while receiving the reaction force of the cushion unit 136. As shown in FIG. 3, it is connected to an output shaft 25 of a continuously variable transmission CVT by a secondary reduction gear 3 disposed on the left side of the heavy body.

The center of mass of the rotating system such as the continuously variable transmission CVT and the crankshaft 1 is arranged so as to be located at the center in the width direction of the vehicle body, and the input/output shaft of the continuously variable transmission CVT and the crankshaft 1 are arranged so that the rotational direction of the drive wheel W coincides with the rotational direction of the drive wheel W.The reason for this arrangement is that by changing the rotational speed of these rotational systems by operating the accelerator, the inertia reaction can be reduced. This is to generate a moment in the pitching direction without generating a yawing moment in the left-right direction on the vehicle using force, and to arbitrarily change the load applied to the front and rear wheels.

Also, code 2 is a chain type primary reduction gear, and 2a is ff1
Output block block of secondary reduction gear 2 - 138 is air cleaner, 139 is exhaust pipe, 140 is accelerator grip, 1
41 is a clutch lever, 142 is a change pedal for manual operation, and 143 is a brake pedal.

In this case, the change pedal 142 is connected to the change switch Sf and outputs two types of signals depending on the direction of its operation, one of which changes the gear ratio to the TOP side. The other one is a shift-up signal for changing the gear ratio to the LOW side, and the other is a down-shift signal for changing the gear ratio to the LOW side.

Next, the present invention applied to the continuously variable transmission and the like will be explained.

FIG. 5 is a block diagram showing an example of the configuration of the present invention.

In FIG. 5, 201, 202, and 203 are a microcomputer (electronic control unit), a down counter, and an oscillator, respectively.

As is well known, the microcomputer 201 is a C
It is composed of a PU, ROM%RAM, input/output interface, and a common bus that connects them.

The function of the down counter 202 can also be achieved by the microcomputer 201, in which case the down counter 202 can be omitted.

Ne sensor 204, Pa sensor 205, pb sensor 20
6 and the θth sensor 207 are connected to the microcomputer 201. The Ne sensor 204 actually detects a number of pawls provided at equal intervals on the crankshaft of the vehicle, and calculates the rotational speed Ne of the internal combustion engine based on the detection time of the pawls.

The driving mode changeover switch 208 is used to set the driving mode of the vehicle. In this example, the driving mode changeover switch 208 has 3FI type contacts, and the driving mode of the vehicle is determined by switching the contacts. This driving mode selector switch 2081, the first
This applies to a third embodiment of the invention, which will be described below with respect to FIGS. 4-18.

70.81.85 and 86 are the above-mentioned Japanese Patent Application Laid-open No. 62-2
As shown in FIG. 10 of Publication No. 24770, each of the components includes a trunnion shaft connected to the swash plate of the hydraulic motor M, a fan-shaped sector gear connected to the trunnion shaft, a worm gear screwed to the sector gear, and a worm gear screwed to the sector gear. This is a motor that rotates the worm gear.

The gear ratio of the continuously variable transmission CVT is determined by the gear ratio detection sensor 128.
Detected by The gear ratio detection sensor 128 can be, for example, a potentiometer that detects the rotation angle of the trunnion shaft 70 or the motor 86. The output signal of the gear ratio detection sensor 128 is input to the microcomputer 201 via the A/D converter 210.

231 to 234 are first to fourth injectors, 221 to 2
Reference numeral 24 denotes first to fourth transistors for driving injectors connected to the first to fourth injectors 231 to 234.

The output terminal Qo of the down counter 202 is connected to one input terminal of the first to fourth AND gates 211 to 214, and the output terminals 61 to G4 of the microcomputer 201 are connected to one of the input terminals of the first to fourth AND gates 211 to 214. 211-2
It is connected to the other input terminal of 14.

Before: c! The output terminals of the first to fourth AND gates 211 to 214 are connected to the bases of the first to fourth transistors 222 to 224.

Now, in the present invention, as is clear from FIG. 5, the control of the continuously variable transmission and the control of the injectors (first to fourth injectors 231 to 234) are performed by the same microcomputer (microcomputer 201). It will be done.

Among the above controls, the first to fourth injectors 231 to 23
As described above regarding the Ne sensor 204, the 4-1□ control is executed every time the pawl provided on the crankshaft of the vehicle is detected. In the following description, the control performed by detecting this claw will be referred to as control by Ne interruption.

In contrast, control of a continuously variable transmission is performed at regular intervals. In the following description, this control will be referred to as fixed time interrupt control.

FIG. 6.7 is a flowchart showing the operation of the first embodiment of the present invention.
The figure shows fixed time interrupt control.

First, the Np interrupt control in FIG. 6 begins with step Sl.
The detection time T of the intervals between the plurality of pawls provided at equal intervals on the crankshaft of the vehicle is read.

In step S2, the reciprocal of the time T is set to the engine rotation speed No.

In step S3, the energization time T out of the injector (any one of the first injector 231 to the fourth injector 234) is determined by varying the engine speed Nc and the intake pipe negative pressure Pb, or the engine speed Ne and the throttle opening θth. Searched from the map. This intake pipe internal negative pressure pb and throttle opening degree θth are detected in the fixed time interrupt control shown in FIG.

Since the method for setting the injector energization time T out is well known, detailed explanation thereof will be omitted.

Next, in step S4, 1 is added to the count value G of the stage counter that specifies the injector to be energized.

In step S5, it is detected whether the count value G is 5 or more, and if it is 5 or more, the process moves to step S7 via step S6, and if it is 4 or less, it is directly The process moves to S7.

In step S6, G is set to 1.

Steps 87 to S9 are steps for determining whether the count value G is one of 1 to 4. If the count value G is 1, the fifth step is performed in step S10.
Output terminal G of the microcomputer 201 shown in the figure
1°, 1° is output.

Similarly, when the count value G is 2 to 4, "1°" is output from the output terminals 62 to G4 of the microcomputer 201 in steps Sll to S13.

Next, in step S14, the down counter 202 connected to the microcomputer 201 is reset.

In step S15, the down counter 202
, the energization time T ou retrieved in step S3
t is set.

In step S16, the microcomputer 20
"1" is output from the output terminal S of No. 1 to the down counter 202, and then the process ends.
energization time T ou
Electricity is applied at time t, and fuel injection is performed.

Next, the fixed time interrupt control in FIG.
1, the intake pipe internal negative pressure pb is read.

In step S22, the throttle opening degree θth is read.

In step S23, atmospheric pressure Pa is read.

In step S24, the target gear ratio R is searched from a map using the engine speed Ne and the intake pipe negative pressure pb as variables. Note that this target gear ratio R may be searched from a map using engine speed Nc and throttle opening θth as variables, or may be searched using either engine speed NO1, intake pipe negative pressure Pb1, or throttle opening θth as variables. It may also be searched from the table. Chapter 9.12
．． The process of step S24 shown in FIG. 15 is also similar.

In step S25, the detected atmospheric pressure Pa is
It is determined whether the atmospheric pressure is below a predetermined atmospheric pressure Pao.

If the atmospheric pressure Pa is below the predetermined atmospheric pressure Pao, the process proceeds to step S27 via step 326, and if it is not below the predetermined atmospheric pressure Pao, the process proceeds directly to step S27.

In step S26, a predetermined value (fixed value) r□ is added to the gear ratio R.

In step S27, the output signal of the speed ratio detection sensor 128, that is, the angle of the trunnion shaft 70 (actual speed ratio θr of the continuously curved transmission) is read.

In step 828, it is determined whether the absolute value of the difference between the actual speed ratio θr and the target speed ratio R exceeds a predetermined deviation ε, and if it does not, the process ends.

If the absolute value exceeds the predetermined deviation ε, it is determined in step S29 whether or not the difference obtained by subtracting the target speed ratio R from the actual speed ratio θ is positive.

If the difference is positive, a predetermined drive signal θout is output to the motor 86 in step S30 so that the gear ratio becomes smaller, that is, the ratio is lowered.

The processing in steps S28 to S31 is a routine that performs feedback control so that the actual gear ratio θ' matches the target gear ratio R.

If the difference is negative, a predetermined drive signal θout is output to the motor 86 in step S31 so that the gear ratio increases, that is, the ratio increases.

After that, the process ends.

In this way, in the process shown in FIG. 7, when the detected atmospheric pressure Pa is lower than the predetermined atmospheric pressure Pao, in other words, when the vehicle is traveling in an area exceeding a predetermined altitude, , the target gear ratio R is increased by a predetermined amount. With this configuration, in a low atmospheric pressure state where the output characteristics of the engine decrease, the target gear ratio R becomes large, and the engine output can be reflected favorably to the vehicle.

In addition, in FIG. 7, the process is terminated after the process of step S30 or S31 is completed, but it is also possible to return to the process of step 528 after each process is completed. good.

FIG. 8 is a functional block diagram of the first embodiment of the present invention. In FIG. 8, the same reference numerals as in FIG. 5 represent the same or equivalent parts.

In FIG. 8, a Pa sensor 205 and a predetermined atmospheric pressure P
The Pao storage means 3 (11 is connected to the comparison means 302 at JF: where the ao is stored. This comparison means 302
compares the atmospheric pressure Pa detected by the Pa sensor 205 and a predetermined atmospheric pressure Pao, and determines whether the atmospheric pressure Pa is the predetermined atmospheric pressure P
If it is less than ao, the switching means 307 is activated.

This switching means 307 selects a predetermined value ro in which a predetermined value ro to be added to the target gear ratio R when atmospheric pressure is low is stored.
It is arranged between the storage means 303 and one input section of the addition means 305, and connects the predetermined value ro storage means 303 and addition means 305 only when activated by the switching means 307.

The gear ratio R storage means 304 stores the gear ratio R using at least one of engine speed Ne, intake pipe negative pressure Pb, and throttle opening θth as a variable. Nc sensor 204, pb
Based on data detected by at least one of the sensor 206 and the θth sensor 207, the gear ratio R is
It is output to the other input section of the adding means 305.

When the atmospheric pressure Pa detected by the Pa sensor 2 (15) is less than Pao, the adder 1 stage 305 outputs the gear ratio R5 and the predetermined value ro output from the gear ratio R storage means 304.
The predetermined value ro outputted from the storage means 303 is added, and the added value is outputted to the feedback control means 306.

Further, when the atmospheric pressure Pa is equal to or higher than Pao, the adding means 305 uses the speed ratio R outputted from the speed ratio R storage means 304 as it is to the feedback control means 306.
Output to.

The feedback control means 306 compares the input speed ratio R1 and the actual speed ratio θ" output from the speed ratio detection sensor 128, and feedback controls the motor 86 accordingly.

As a result, the gear ratio of the continuously variable transmission becomes the value output from the adding means 305.

FIG. 9 is a flowchart showing the operation of a modification of the first embodiment of the present invention, and similarly to FIG. 7, it shows fixed time interrupt control. In this example, the process shown in FIG. 6 is performed for Nc interrupt control.

As is clear from the comparison between FIG. 9 and FIG. 7, this modification executes steps S41 and S42 instead of steps S25 and S26 shown in FIG. be.

In step S41, the atmospheric pressure correction gear ratio r is read from a table set in advance according to the detected atmospheric pressure Pa. Of course, as shown in the figure, the correction gear ratio r may be defined as a function h (Pa), and r may be calculated from this function.

In step S42, the correction gear ratio r is added to the target gear ratio R read out in step S24.

If the correction gear ratio r is determined in accordance with the atmospheric pressure Pa in this manner, 1. of the continuously variable transmission is more accurate than the control shown in FIG. can be controlled.

FIG. 10 is a functional block diagram of a modification of the first embodiment of the present invention, and is a diagram similar to FIG. 8.

In FIG. 10, the same reference numerals as in FIG. 8 represent the same or equivalent parts.

In FIG. 10, the predetermined (fir storage means 308 contains
A predetermined value (
Atmospheric pressure correction gear ratio) r is stored. When the atmospheric pressure Pa is detected by the pa sensor 205, the predetermined value r storage means 308 outputs a predetermined value r corresponding to the atmospheric pressure Pa to the addition means 305.

Note that in this example, the engine rotation speed Ne.

The gear ratio R determined according to the intake pipe negative pressure pb, etc. is read out, and the correction gear ratio r determined according to the atmospheric pressure Pa is added to the gear ratio R. If the control device of the continuously variable transmission is configured so that the actual engine speed No. matches the target engine speed Rnc determined according to the throttle opening degree θth), the t-+W Engine rotation speed n for atmospheric pressure correction determined according to atmospheric pressure Pa to engine rotation speed Rnc
The same effect can be obtained by adding e and setting the target engine rotation speed Rne to -1-lower in areas where atmospheric pressure is low.

11 and 12 are flowcharts showing the operation of the second embodiment of the present invention, in which Ne interrupt control is shown in FIG. 11, and fixed time interrupt control is shown in FIG. 12. Also,
In Figures 11 and 12, the same reference numerals as in Figures 6 and 7 represent the same or equivalent parts.

First, in the Ne interrupt control shown in FIG. 11, in step S1, the detection time T of the interval between a plurality of claws provided at equal intervals on the crankshaft of the vehicle is read, and in step S2,
The reciprocal of the time T is set to the engine rotation speed NC. Then, in step S3, the injector (first
The energization time Tout of any one of the injectors 231 to 4th injector 234 is determined by the engine speed Ne and the intake pipe negative pressure Pb1 or the engine speed Na and the throttle
The map is searched using the throttle opening degree θth as a variable.

Next, in step S51, the engine rotation speed Ne+I detected in the previous process is subtracted from the engine rotation speed Ne detected in the current process, and the result is set to ΔNe. This ΔNe indicates the rate of increase in the engine speed NO.

In step S52, it is determined whether the increase rate ΔNe is greater than or equal to a predetermined increase rate ΔNeo, and if it is greater than or equal to the predetermined increase rate ΔNco, a flag F is set to 1 in step S53.

Further, if the increase rate ΔNc is less than the predetermined increase rate ΔNco, the flag F is set to O in step S54.

Next, in step S55, the flag F is set to 1.
It is determined whether or not the flag F is 1, and if it is 1, the process moves to step S57 via step 356, and if the flag F is 0, the process moves directly to step S57. .

In step 5561, a predetermined value (fixed value) To is added to the injector energization time T out that should be set in the down counter 202 (FIG. 5), which was retrieved in the previous step S3. .

In step S57, the engine rotation speed Ne is
Set to +1. .

Thereafter, as shown in FIG. 11, the process proceeds to step S4 and thereafter, where a count value G of a stage counter that specifies the injector to be energized is set, and energization to the injector specified by the count value G is performed. , the energization time T set in step S3 or S56
Only out is performed.

Next, the fixed time interrupt control in FIG.
In step S1, the intake pipe internal negative pressure pb is read, and in step S22, the throttle opening degree θtb is read.

In step 561, the throttle opening θth+1 detected in the previous process is subtracted from the throttle opening θth detected in the current process, and the result is set to Δθth. This Δθth indicates the rate of increase in the throttle opening θth.

In step S62, it is determined whether the increase rate Δθth is greater than or equal to a predetermined increase rate Δθtho, and if it is greater than or equal to the predetermined increase rate Δθtho, step S63
The flag F is set to 1 in step 6, and then in step 6
24. The increase rate Δθth is the predetermined increase rate Δθth
If it is less than o, the process moves directly to step S24.

In step S24, the target gear ratio R is searched from a map using the engine speed No. and the intake pipe negative pressure pb as variables.

In step S64, it is determined whether or not the flag F is 1. If it is 1, a predetermined value (fixed value) Ro is added to the target gear ratio R in step S65, and then the process is continued in step S65. 566. Flag F
If is O, the process moves directly to step 366.

In step S66, the throttle opening θth is determined to be θ
It is set to th+I.

Thereafter, the process proceeds to step S27 and subsequent steps, as shown in FIG. 12, and feedback control of the actual speed ratio θ' is performed.

Thus, in this embodiment, the throttle opening θt
When h suddenly opens or the engine speed Nc increases rapidly, the injector energization time is set to be larger than that when running at low speed, and the gear ratio of the continuously variable transmission is set to be longer than that when running at low speed. is set larger than .

As a result, the engine rotation is 1! When iNe rapidly increases or when throttle opening θth rapidly opens, the acceleration performance of the vehicle improves.

It has been explained that in step S62 of FIG. 12, if the rate of increase Δθth of the throttle opening θth is less than the predetermined rate of increase Δθtho, the process directly proceeds to step S24 without setting the flag to O. This means that the throttle opening increase rate Δθth is the predetermined increase rate Δθtho.
This is because even if it is less than the predetermined increase rate ΔNco, the rate of increase ΔNc of the engine rotational speed Nc may be equal to or higher than the predetermined rate of increase ΔNco.

That is, as long as the engine speed increase rate ΔNco is equal to or greater than the predetermined increase rate ΔNe, the flag remains set to 1, and as a result, the predetermined value Ro is added to the gear ratio R.

FIG. 13 is a functional block diagram of a second embodiment of the present invention. In Fig. 13, the same symbols as in Fig. 8.10 are
The same or equivalent parts are shown.

In FIG. 13, ΔθthtQ output means 401 outputs θt
Using the throttle opening θth output from the h sensor 207, an increase rate Δθth of the throttle opening θth is detected.

This increase rate Δθ[h is determined by comparing means 40 with the predetermined increase rate Δθtho stored in Δθtho storage means 402 and Jl:
3 will be done manually.

The comparison means 403 determines whether the or gate 40
Output No. 15 to the human power department of 7-h゛.

The ΔNe detection means 404 uses the engine rotation speed Ne output from the Ne sensor 204 to determine the engine rotation speed N.
The increase rate ΔNe of e is detected.

This increase rate ΔNe is input to the comparison means 406 together with the predetermined increase rate ΔNeo stored in the ΔNeo storage stage 405.

The comparison means 40δ determines whether or not the engine speed Ne is greater than or equal to the predetermined increase rate ΔNco.
outputs a signal to the other input of the

The switching means 307 is arranged between the predetermined value Ro storage means 408 and the addition means 305. This switching means 307
When a signal is output from the OR gate 407, the predetermined value Ro storage means 408 and addition means 305 are connected. As a result, the adding means 305 calculates the speed ratio R
The gear ratio R1 read from the storage means 3 (14) and the predetermined value RO stored in the predetermined value RO storage means 408 are added, and the added value is output to the feedback control means 306.

The output signals of rF7 comparison means 406 and 403 are
4 is used as an acceleration increase signal. That is, although not shown, if a signal is output from the comparison means 406 or 403, it is added to the injector energization time Tout when the engine speed NO or throttle opening θth rapidly increases. The predetermined time TO is read out from the storage means in which the predetermined time To should be stored, and the predetermined time To is added to the energization time T out.

As a result, the amount of fuel #1 ejected from the injector is increased. That is, in this embodiment, when the fuel is accelerated and increased, the [1 standard rotational speed] is corrected.

In this embodiment, when the engine speed Nc rapidly increases or when the throttle opening θth suddenly opens, the target gear ratio R read from the gear ratio R storage means 304 is increased by a predetermined value of 1 it (Ro). Although it was explained that it is added, only when the engine speed Ne rapidly becomes "-H",
Alternatively, it goes without saying that the predetermined value Ro may be added to the gear ratio R only when the throttle opening θth suddenly opens.

Furthermore, engine load (for example, throttle opening θt
l:1 standard engine rotation speed Rne determined by h)
The continuously variable transmission is controlled so that the actual engine speed No matches the target engine speed No, and when the engine speed Nc suddenly increases and/or when the throttle opening θth suddenly opens, the target engine speed A similar effect can be obtained by adding the predetermined value Rone to Rnc.

Further, although the predetermined value Ro added to the gear ratio R is assumed to be a fixed value, it may be a value corresponding to Δθt or ΔNQ.

14 and 15 are flowcharts showing the operation of the third embodiment of the present invention, in which Ne interrupt control is shown in FIG. 14, and fixed time interrupt IQ control is shown in FIG. 15. Also, in Figures 14.15, 6, 11 and 7, respectively.
, 12 indicate the same or equivalent parts.

This third embodiment, as described above with respect to FIG.
This is applied to a vehicle equipped with a plurality of driving mode changeover switches 208 for specifying driving modes, and the control of the gear ratio is changed according to the on/off state of the switches 208. In the following explanation, the vehicle in question includes:
It is assumed that three types of driving mode designation switches are installed: "sport driving switch SWI,""standard driving switch SW2," and "fuel saving driving switch SW3."

Further, these three types of switches are configured so that only one of them is always on.

First, No. interrupt 1 in FIG. Control begins with step S.
In step S1, the detection line interval T between the plurality of pawls provided at equal intervals on the crankshaft of the vehicle is read, and in step S2, the reciprocal of the time T is set as the engine rotational speed Ne.

In step S71, "sports driving switch S" is selected.
It is determined whether WI° is on, that is, whether the running mode selector switch 208 in FIG. 5 is applying the battery voltage V bat to the terminal swl of the microcomputer 201. If it is on, in step S73, the energization time T out of the injector (any one of the first injector 231 to the fourth injector 234) is determined based on the first energization time map (with engine speed Nc and throttle opening θth as variables). For example, the function fl(Nc.

θth).

If the ``sport driving switch SWI'' is not on, it is determined in step S72 whether the ``standard driving switch SW2° is on.

If it is on, in step S74, the injector energization time Tout is calculated using a second energization time map (with engine speed Ne and throttle opening θtl+ as variables).
For example, the search is performed using a map defined by the function f2 (Ne, θth).

If the "standard running switch SW2" is not on, that is, if the "fuel saving running switch SW3" is on, in step S75, the injector energization time T
out is engine speed Ne and throttle opening θ
The third energization time map with th as a variable (for example, the function f3
A map defined by (Ne, θth)) is searched.

Here, the energization time T out stored in the first energization time map described above is longer than that stored in the second energization time map, and the energization time T out stored in the second energization time map is longer than that stored in the second energization time map. It is set longer than that stored in the time map.

Therefore, if the "sport driving switch SWI" is set to ON, acceleration performance is improved, and if the "Fuel saving driving switch SW3" is set to ON, fuel saving driving becomes possible.

The first to third energization time maps correspond to engine rotation speed Ne
An example of the map in the case where it is a function of
It is shown in Figure 6.

Step S? After any one of the processes from 3 to S75 is completed, the process proceeds to steps S4 and subsequent steps in FIG. 14, and a predetermined injector is energized.

Next, the fixed time interrupt control in FIG.
In step S1, the intake pipe negative pressure pb is read, and in step S22, the throttle opening θth is read.

In step S81, the throttle opening θth+1 detected in the previous process is subtracted from the throttle opening θth detected in the current process, and the result is set to Δθth.

In step S24, the target gear ratio R is searched from a map using the engine speed Nc and the intake pipe negative pressure pb as variables.

In step S82, "sports driving switch S" is selected.
It is determined whether WI'' is on.

If it is on, in step S84, a predetermined value r to be added to the gear ratio R in step S87, which will be described later.
1 is the first gear ratio table (for example, the function gl(Δθth)
(table defined in ).

If the "sport running switch SWI" is not on, in step S83, it is determined f11 whether the "standard running switch SW2" is on.

If it is on, in step S85, the predetermined value r1 is read out from a second gear ratio table (for example, a table defined by the function g2 (Δθth)) that uses the rate of increase Δθth of the throttle opening θth as a variable.

If the "11 running switch SW2" is not on, that is, if the "fuel saving running switch SW3" is on, in step S86, the predetermined value rl is a third switch whose variable is the rate of increase Δθth of the throttle opening θth. It is read from a gear ratio table (for example, a table defined by the function g3 (Δθt1)).

Here, the "l" stored in the first gear ratio table mentioned above is
is larger than that stored in the second gear ratio table,
Further, "l" stored in the second gear ratio table is set larger than that stored in the third gear ratio table. An example of the first to third gear ratio tables is shown in FIG. 17.

When any one of steps S84 to S86 is completed, in step S87, the speed ratio R is set to the predetermined value rl.
is added.

In step 388, the throttle opening θth is determined to be θ
It is set to th+1.

After that, the process proceeds to step S27 and subsequent steps, and the continuously variable transmission is feedback-controlled so that the actual gear ratio θr of the continuously variable transmission becomes 1'' target gear ratio R.

As described above, in this embodiment, if the ``sport driving switch SW1'' is set to ON, the acceleration performance is improved by 1, and if the ``fuel saving driving switch SW3° is set to ON, the acceleration performance is improved by 1. , enabling fuel-efficient driving.

FIG. 18 is a functional block diagram of a third embodiment of the present invention. In FIG. 18, the same reference numerals as in FIG. 8.10 and FIG. 13 refer to the same or equivalent parts.

In FIG. 18, driving mode changeover switches 208 consisting of a sports driving switch SW1, a standard driving switch SW2, and a fuel-saving driving switch SW3 are set to the first to
It is connected to third gear ratio tables 504-506.

In the first to third speed ratio tables 504 to 50δ, as shown in FIG. 17, the throttle opening 1e increase rate Δθ
A numerical value r1 to be added to the gear ratio R for th is stored.

When one of the switches SWI to SW3 is selected (that is, turned on), rI corresponding to the increase rate Δθth of the throttle opening θtl+ detected by the Δθtb detection means 401 is displayed in the table corresponding to the selected switch. It is read out from 504-506.

This rl is input to the addition means 305 and added to the speed ratio R read out from the speed ratio R storage means 304.

In this embodiment, the driving mode changeover switch 208
has been described as specifying three types of running modes, but it goes without saying that two or four or more types of running modes may be specified.

FIG. 1 is a functional block diagram showing an example of the basic configuration of the present invention. In FIG. 1, the same reference numerals as in FIGS. 8, 1013 and 18 represent the same or equivalent parts.

In Figure 1, the engine output child? The IF1 means 601 is a means for determining the engine output state of the vehicle as 'I', 4F1, and considering each of the above embodiments, the Pa sensor 205 predicts a decrease in engine output, and the Δθtb detection means 401 predicts acceleration driving. Or Ne detection means 4
04, or the driving mode designation switches 501 to 503 that set the driving state of the vehicle.

When the engine output state is preset by the engine output child FAL1 means 601, a predetermined speed ratio addition amount is read out from the speed ratio addition amount storage means 602 according to the state and is input to the addition means 305. .

The gear ratio addition amount read from the gear ratio addition amount storage means 602 may be a fixed value or may be a chain determined according to the output state of the engine.

Now, as is clear from the above embodiments, the predetermined value is added to the gear ratio R when there is a necessity to increase the output of the engine. Therefore, in such a case, after calculating the predetermined value to be added to the gear ratio R, the energization time to the injector may be modified by an amount corresponding to the predetermined value. In this case, it is not necessary to modify the energization time to the injector using various parameters of the vehicle, so the load on the vehicle control calculation device is reduced.

Further, in each of the above-mentioned embodiments, the engine rotation speed Ne
By adding a correction amount according to the predicted driving condition to the target gear ratio R read out according to the intake pipe negative pressure Pb or the throttle opening θth, etc., the feedback of the continuously variable transmission is actually calculated. Although it has been explained that the target gear ratio used for control is determined, for example, the target gear ratio R,
It goes without saying that the correction values set according to the predetermined driving conditions may be integrated.

Furthermore, the engine load (for example, throttle opening θt11
) The continuously variable transmission is feedback-controlled so that the target engine speed Rne determined by the actual engine speed Ne matches the target engine speed Rne, and the target engine speed Rnc
It is also possible to add or integrate hnn in accordance with the predicted driving state.

Furthermore, instead of adding and integrating correction values, engine rotation speed Ne, intake pipe negative pressure P! ], or create in advance a search map for the target gear ratio R that uses the predicted driving condition as a parameter in addition to parameters such as the throttle opening θth, and use this map directly for actual feed pump/punk control. Alternatively, the target gear ratio may be determined.

Furthermore, in the above description, the present invention was applied to a continuously variable transmission constituted by a constant displacement swash plate hydraulic pump and a variable displacement swash plate hydraulic motor. is not particularly limited to this,
Two pulleys whose groove width is adjusted by hydraulic pressure,
It goes without saying that the present invention may be applied to a continuously variable transmission constituted by an endless belt wound around the pulley, or a toroidal continuously variable transmission as described in JP-A No. 62-273189. It is.

Note that in a continuously variable transmission consisting of two pulleys whose groove widths are adjusted and an endless belt wound around the pulleys, the spool valves are moved to control the flow of oil in the oil passages connected to each of the pulleys. The hydraulic pressure is adjusted to adjust the groove width of each pulley, and even if the position of the spool valve is detected, the actual speed ratio cannot be determined accurately. Therefore, in this case, it is preferable to set the rotational speed of the driving pulley and the rotational speed of the driven pulley as the actual all L, and to set the ratio thereof as the actual speed ratio.

(Effects of the Invention) As is clear from the above description, according to the present invention, the following effects are achieved.

(1) Since the continuously variable transmission is controlled based on the predicted driving condition before detecting the actual driving condition of the vehicle, the control of the vehicle can respond immediately based on the driver's intention. Can be done. In other words, the gear ratio of the continuously variable transmission is $IIg
Therefore, there is no longer a delay in the response of the driver, and it does not take long for the vehicle to reach the driving state intended by the driver.

As a result, the driving performance of the vehicle is improved.

(2) Since the driving state is predicted by detecting a state in which the output of the engine inevitably decreases, it is possible to prevent a decrease in driving performance due to a decrease in the output of the engine.

(3) Since the condition in which the engine output inevitably decreases is detected by detecting the atmospheric pressure, it is easy to predict the engine output low. No special sensors, etc. are required.

As a result, the fM configuration of the vehicle is also simplified.

(4) Furthermore, since the driving condition is determined by detecting an increase in fuel acceleration, the vehicle can be accelerated even better.

(5) Since the acceleration increase in fuel level 1 is detected using at least one of the rate of increase in throttle opening and the rate of increase in engine speed, detection of acceleration increase in fuel can be easily performed. Moreover, no new sensor or the like is required for this purpose.

As a result, the configuration of the vehicle is also simplified.

(6) Furthermore, since the driving state is predicted according to the state of the driving mode setting switch, the vehicle can be driven accurately based on the driver's intention.

[Brief explanation of the drawing]

FIG. 1 is a functional block diagram showing an example of the basic configuration of the present invention. FIG. 2 is a block diagram showing a hydraulic circuit of an example of a continuously variable transmission to which the present invention is applied. FIG. 3 is a plan view of a motorcycle equipped with an example of a continuously variable transmission to which the present invention is applied. FIG. 4 is a side view of FIG. 3. FIG. 5 is a block diagram showing an example of the configuration of the present invention. FIG. 6 is a flowchart showing the operation of the first embodiment of the present invention, which shows Ne interrupt control. FIG. 7 is a flowchart showing the operation of the first embodiment of the present invention, which shows fixed time interrupt control. FIG. 8 is a functional block diagram of the first embodiment of the present invention. FIG. 9 is a flowchart showing the operation of a modification of the first embodiment of the present invention, which shows fixed time interrupt control. FIG. 10 is a functional block diagram of a modification of the first embodiment of the present invention. FIG. 11 is a flowchart showing the operation of the second embodiment of the present invention, which shows Ne interrupt control. FIG. 12 is a flowchart showing the operation of the second embodiment of the present invention, which shows fixed time interrupt control. FIG. 13 is a functional block diagram of a second embodiment of the present invention. FIG. 14 shows Ne interrupt control in flowchart 1 showing the operation of the third embodiment of the present invention. FIG. 15 is a flowchart showing the operation of the third embodiment of the present invention, which shows fixed time interrupt control. FIG. 16 is a graph showing an example of the first to third energization JJS map applied to the third embodiment of the present invention. FIG. 17 is a graph showing an example of first to third gear ratio tables applied to the third embodiment of the present invention. FIG. 18 is a functional block diagram of a third embodiment of the present invention. 86... Motor, 128... Gear ratio detection sensor, 2
01... Microcomputer, 204... Nc sensor, 205... Pa sensor, 206... pb sensor, 207... θtl+ sensor, 208... Travel mode changeover switch, 301... Pao memory means, 30
2... Comparison means, 303... Predetermined value rO storage means,
304... Gear ratio R storage means, 305... Addition means, 306... Feedback control means, 307...
Switching means, 308... Predetermined value "Storing means, 401...
-Δθth detection means, 402...Δθtho storage means, 403... Comparison means, 404...ΔNe detection means, 405...ΔNeo storage means, 406... Comparison means, 407... OR gate, 408 ...Predetermined value Ro
Storage means, 504-506... First to third gear ratio tables, 601... Engine output pre-preparation 1 means, 602.
...Speed ratio addition m storage means

Claims (6)

[Claims] (1) A control device for a continuously variable transmission for a vehicle that transmits engine output to drive wheels at an arbitrary gear ratio, which sets either a target gear ratio or a target engine speed as a target value based on engine parameters. The value setting means and the actual vehicle data detection means for detecting actual vehicle data corresponding to the target value set by the target value setting means match the set target value and the actual vehicle data corresponding to the target value. a feedback control means for controlling a continuously variable transmission; an engine output prediction means for predicting an engine output state of the vehicle; and a target value modification means for modifying the target value according to the predicted engine output. A control device for a continuously variable transmission for a vehicle, characterized by comprising: (2) The control device for a continuously variable transmission for a vehicle according to claim 1, wherein the engine output prediction means is an output reduction prediction means for predicting a state in which the engine output decreases. (3) The control device for a continuously variable transmission for a vehicle according to claim 2, wherein the output reduction prediction means is an atmospheric pressure detection means. (4) The control device for a continuously variable transmission for a vehicle according to claim 1, wherein the engine output prediction means is a fuel acceleration increase detection means for detecting an acceleration increase in fuel. (5) The fuel acceleration increase detection means includes a throttle opening increase rate determination means for detecting whether the throttle opening increase rate Δθth is equal to or higher than a predetermined increase rate Δθtho, and a throttle opening increase rate determination means that detects whether the increase rate Δθth of the throttle opening is greater than or equal to a predetermined increase rate Δθtho; 5. The control device for a continuously variable transmission for a vehicle according to claim 4, further comprising at least one of engine rotational speed increase rate determining means for detecting whether the increase rate is greater than or equal to the increase rate ΔNeo. (6) Claim 1, wherein the engine output prediction means is a driving mode setting switch.
A control device for a continuously variable transmission for a vehicle as described in 2.