JPH0251654A - Device for controlling continuously variable transmission of vehicle - Google Patents

Abstract

PURPOSE:To prevent the hunting of a vehicle by fixing a target gear ration which is set from an engine parameter and a traveling parameter, etc. by a target gear ratio control means at the time of detecting an uneven surface by an uneven road surface detecting means. CONSTITUTION:A control circuit 503 receives throttle opening, engine speed, and vehicle speed from sensors 207, 204, 501 and drives a pulse motor 71 to change the position of a spool 53 and carry out feedback control so as to conform the actual gear ratio and actual engine speed of a continuously variable transmission to a set target gear ratio and a set target engine speed. When the variation of the actual gear ratio of the continuously variable transmission is large judging to be bad-road traveling, the feedback control of engine speed is stopped while fixing the largest gear ratio stored in a memory means, to carry out feedback control so as to confirm the actual gear ratio thereto. Thereby, the hunting of a vehicle can be prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a control device for a continuously variable transmission for a vehicle. The present invention relates to a control device for a continuously variable transmission for a vehicle that does not cause such problems.

(Prior Art) When a continuously variable transmission is installed in an automobile, motorcycle, etc. (hereinafter referred to as a vehicle), the continuously variable transmission has a target gear ratio calculated according to the engine parameters etc. during driving. Control is performed so as to match the gear ratio, or so that the engine speed of the vehicle matches a target engine speed calculated in accordance with engine parameters while the vehicle is running.

Such a control device for a continuously variable transmission for a vehicle is described in, for example, Japanese Patent Laid-Open No. 62-273189.

(Problems to be Solved by the Invention) In the above-described conventional technology, when driving on an uneven road surface (bad road), there is a risk that the vehicle may knock.

The reason is explained below.

FIG. 17 is a diagram showing the relationship between a vehicle traveling on an uneven road surface with the accelerator held constant and the gear ratio of a continuously variable transmission mounted on the vehicle. Note that in FIG. 17, the unevenness of the road surface 905 is exaggerated in order to make the diagram easier to read.

In the figure, when the vehicle is traveling on an uneven road surface 905 with the accelerator held constant, when the vehicle is traveling uphill as shown by reference numeral 901, the engine load increases, so the gear shift is The ratio is set to the low side (that is, the large gear ratio side).

When the vehicle is traveling on a flat road as indicated by reference numeral 902, the engine load is reduced, so the gear ratio is changed to the high side (ie, to the small gear ratio side).

Furthermore, when the vehicle is in a downhill state as indicated by reference numeral 903, the engine load is further reduced, so the gear ratio is further changed to the high side.

FIG. 18 is a diagram showing changes in the gear ratio of the continuously variable transmission when the accelerator is held constant and the vehicle travels on flat ground, an uneven road surface, a downhill slope, and a -1 downhill slope. In addition, in the chart shown below this FIG. 18, the 10 sign indicates when the gear ratio increases, and the - sign indicates when the gear ratio decreases.
0 indicates the case where the gear ratio does not change.

As shown in FIG. 18, when the accelerator is held constant and the vehicle travels on level ground, the gear ratio is constant, and when the vehicle travels downhill or uphill, the gear ratio is constant. The gear ratio is set from low to high or from high to low, respectively.

When the accelerator is held constant and the vehicle travels on an uneven road surface (bad road), the gear ratio changes between low and high as shown in the figure.

Generally, control of a continuously variable transmission is performed at every predetermined sampling period, but depending on the relationship between this period and the period of unevenness on a rough road, the control device of the vehicle may, for example, Even if it is determined that the vehicle is traveling downhill and the gear ratio is set to the low side, the vehicle may actually have started going downhill, or the control device may later determine that the vehicle is traveling downhill. Even if the gear ratio is set to the high side, the vehicle may actually start climbing uphill.

If such a situation occurs continuously, there is a disadvantage that the vehicle causes hunting and the jerky feeling when driving on an uneven road surface increases.

The present invention was made in order to solve the above-mentioned problems, and its purpose is to ensure that even when driving on rough roads,
An object of the present invention is to provide a control device for a continuously variable transmission for a vehicle that does not cause hunting in the vehicle.

(Means and effects for solving the problem) In order to solve the above-mentioned problems, the present invention determines whether or not the road surface on which the vehicle is traveling is a rough road with unevenness, and determines whether the road is a rough road. The feature is that the target gear ratio is fixed when the target gear ratio is determined. Even when the continuously variable transmission is controlled so that the target engine speed and the actual engine speed match, the search or calculation of the target engine speed is stopped and the gear ratio of the continuously variable transmission is fixed. It is distinctive in that it is made to do so.

In this way, when the road surface is rough with unevenness, the gear ratio of the continuously variable transmission is fixed, so hunting is prevented.

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

First, the configuration of the continuously variable transmission applied to the first embodiment of the present invention will be explained using FIG. 2.

In FIG. 2, the continuously variable transmission 1 is constructed within a casing 2, and includes a driving pulley 4 provided on the drive shaft 3 on the upper side of the drawing, and a driven pulley 6 provided on the driven shaft 5 on the lower side in the drawing. An endless belt 7 is wound between the two.

The drive pulley 4 includes a fixed pulley half 4a that is integrated with the drive shaft 3 and a movable pulley half 4b that is separate from the drive shaft 3.
The movable pulley half 4b is divided into two halves, and the movable pulley half 4b moves the drive shaft 3 according to the hydraulic pressure supplied to the pressure chamber 9 on the back side.
It is designed to move in the directions of arrows A and B while being stopped from rotating.

Therefore, by adjusting the hydraulic pressure supplied to the pressure chamber 9, the groove width of the drive pulley 4 is adjusted. The introduction path for the hydraulic pressure is formed by an introduction boat 2a formed in the casing 2, the hollow interior of the drive shaft 3, and a through hole 3a, and regardless of whether or not the drive shaft 3 rotates,
Hydraulic pressure can be introduced from outside of the casing 2.

On the other hand, the driven pulley 6 is divided into a fixed pulley half 6a that is integrated with the driven shaft 5 and a movable pulley half 6b that is separate from the driven shaft 5. , depending on the hydraulic pressure supplied to the pressure chamber lo on the back side,
It is configured to move in the directions of arrows A and B while being prevented from rotating by the driven shaft 5. Therefore, by adjusting the hydraulic pressure supplied into the pressure chamber 10, the groove width of the driven pulley 6 is adjusted. The introduction path for the hydraulic pressure is formed by the introduction boat 2b formed in the casing 2, the feed vibe 11 inside the hollow of the driven shaft 5, and the through hole 5a, and regardless of whether or not the driven shaft 5 rotates, Hydraulic pressure can be introduced from outside of the casing 2.

Further, a rotating body 13 to which a gear 12 is attached is rotatably fitted on the left side of the drive shaft 3.
is gear 1 attached to the engine crankshaft 14
It meshes with 5. Between the rotating body 13 and the drive shaft 3,
A clutch 16 is configured. This clutch 16 is
Friction plate 18 on the clutch inner 17 side provided on the rotating body 13
and a friction plate 2 on the clutch outer 19 side provided on the drive shaft 3.
0 are arranged facing each other, and the pressure chamber 2 provided on the drive shaft 3 side
By introducing hydraulic pressure into the friction plate 1, the clutch piston 22 in the pressure chamber 21 is moved in the direction of arrow A.
8.20 are strongly pressed against each other. Naturally, high oil pressure is introduced into the pressure chamber 21 and the friction plate 18.20
When they are brought into strong pressure contact, the clutch 16 is engaged and the rotational force of the engine is transmitted from the rotating body 13 to the drive shaft 3. The hydraulic pressure introduction path into the pressure chamber 21 is as follows:
An introduction boat 2c formed in the casing 2 and a drive shaft 3
It is formed by a hollow internal feed pipe 23, a through hole 3b, and a pressure oil passage 24, so that hydraulic pressure can be introduced from the outside of the casing 2 regardless of whether or not the drive shaft 3 is rotating. .

Further, an oil supply path to the endless belt 7 is formed in the driven wheel 5 . That is, the pressure oil from the introduction boat 2d formed in the casing 2 is guided into the flow path 5b in the driven shaft 5, and further, the endless belt is introduced from the through hole 5c extending in the radial direction of the driven shaft 5 by centrifugal force. It is designed to emit to the 7 side.

In this way, the casing 2 includes the continuously variable transmission 1 and other related mechanisms.

Next, a configuration example of a first embodiment of the present invention in which the continuously variable transmission 1 is controlled will be described. This control device includes
There are mechanical components and electrical components. Therefore,
First, the mechanical components will be explained based on FIG. 2.

In FIG. 2, 31 is a pump as a pressure oil supply source, 32 is a tank, and 33 is a low/high pressure setting section (hydraulic supply section).The low/high pressure setting section 33 introduces pressure oil from the pump 31, Two types of oil pressure, high pressure and low pressure, are changed while maintaining a constant differential pressure and are supplied to a switching valve 51, which will be described later. The low and high pressure setting section 33 includes a cylinder 35 whose interior is divided into two by a differential pressure regulator piston (hereinafter referred to as "first piston") 34. The left side of the cylinder 35 is a high pressure chamber, and the right side is a low pressure chamber. I have a room. The first piston 34 is biased toward the left high pressure chamber by a differential pressure regulator spring (hereinafter referred to as "first spring") 36, and the left end of the high pressure chamber is closed by a casing, and the left end of the high pressure chamber is closed by a casing, and the left end of the high pressure chamber is The right end of is closed by a movable sleeve 37 and a ratio interlocking regulator piston 38. In such a combination, by introducing pressure oil from the pump 31 into the high pressure chamber, the pressure oil causes the first piston 34 to slide to the right against the first spring 36, and due to the slide, the first piston 34 slides to the right. It is guided into the low pressure chamber on the right side through the communicating passageway 39. Therefore, the hydraulic pressure supplied from the high-pressure chamber through the high-pressure line 40 and the hydraulic pressure supplied from the low-pressure chamber through the low-pressure line 41 are larger than the latter by the biasing force of the first spring 36. growing. In other words, high pressure and low pressure hydraulic pressure with a constant pressure difference are supplied.

Additionally, a movable sleeve 37 closes the low pressure chamber within the cylinder 35.
and a ratio interlocking regulator piston 38 are adapted to adjust the oil pressure in the low pressure chamber.

That is, a movable sleeve 37 is fitted to the outside of the cylinder 35 so as to be slidable in the left-right direction, and a ratio-linked regulator piston (hereinafter referred to as "
38 (hereinafter referred to as "the second piston") are fitted together so as to be slidable in the left-right direction, and the second piston 38 is biased leftward by a ratio interlocking regulator spring (hereinafter referred to as the "second spring") 42. ing. Then, when the oil pressure in the low pressure chamber becomes higher than a predetermined level, the oil pressure causes the second piston 38 to slide to the right against the second spring 42, and the slide causes the movable sleeve 37 to open. It escapes into the tank 32 through the hole 37a. Therefore, the hydraulic pressure in the low pressure chamber is
This corresponds to the biasing force of the second spring 42 when 7a opens.

Moreover, since the position of the through hole 37a can be adjusted by sliding the movable sleeve 37, the through hole 37a can be adjusted by sliding the movable sleeve 37.
The oil pressure inside the low pressure chamber can be adjusted depending on the position of the

In the end, the low/high pressure setting section 33 changes two types of hydraulic pressure, high pressure and low pressure, while maintaining a constant differential pressure according to the sliding position of the movable sleeve 37, and supplies the changed pressure to the switching valve 51. There is.

By the way, the movable sleeve 37 is connected to the movable pulley half 4b of the drive pulley 4 in the above-described continuously variable transmission 1 by a ratio interlocking sleeve lever 43. Therefore, in accordance with the movement of the movable pulley half 4b, the two types of oil pressure, high pressure and low pressure, change while maintaining a constant differential pressure. That is, when the movable pulley half 4b moves in the A direction and the groove width of the drive pulley 4 becomes smaller, that is, the diameter of the portion of the drive pulley 4 on which the endless belt 7 is applied becomes larger, and the gear ratio becomes larger. When the movable sleeve 37 moves in the A direction, the two types of hydraulic pressure, high pressure and low pressure, decrease while maintaining a constant differential pressure. On the other hand, when the movable pulley half 4b moves in direction B and the groove width of the drive pulley 4 becomes larger, that is, the diameter of the portion of the drive pulley 4 on which the endless belt 7 is applied becomes smaller, and the gear ratio becomes smaller. When the movable sleeve 37
The two types of hydraulic pressure, high pressure and low pressure, increase while maintaining a constant differential pressure. Such a relationship is shown in FIG. In addition, 44 in FIG. 2 is an orifice provided in the low pressure line 41, and is for regulating the flow rate of pressure oil. The switching valve 51 to which hydraulic pressure is supplied from the low/high pressure setting section 33 having such a configuration is configured as follows.

The switching valve 51 is operated by sliding the spool 53 inside the cylinder 52 in the left-right direction. The cylinder 52 has an introduction boat 5 connected to the high pressure and low pressure lines 40° 41 from the low and high pressure setting section 33.
2a, 52b, and the lead-out boat 52c connected to the inlet boats 2a, 2b of the casing 2 of the continuously variable transmission 1 described above.

52d is provided. On the other hand, the spool 53 has first, second, and third ring grooves 53a on its outer circumference.

53b and 53c are formed, and an oil passage 53d is formed in the axial center thereof, and the first and third ring grooves 5
3a, 53c, and the oil passage 53d is a through hole 53c,
53f. Also, spool 5
One end of a link 55 is connected to the right end of 3 via a rod 54, and the other end of this link 55 is rotated in the direction of the arrow by a pulse motor 71, which will be described later.
The spool 53 is adapted to slide in the left and right direction.

The switching valve 51 having such a configuration can be operated by sliding the spool 53 left and right with the illustrated state being the neutral state.
Switches to a total of 3 states.

That is, in the neutral state shown in the figure, the high pressure line 40
A series of channels are formed from the introduction boat 52a to the first ring groove 53a1 and the outlet port 52c, and from the first ring groove 53a to the through hole 53e1, the oil passage 53d1, the through hole 53'', the third ring groove 53c1. A series of channels are formed leading to the lead-out boat 52d. Therefore, in this neutral state, the lead-in boat 2a on the drive pulley 4 side,
High pressure from the high pressure line 40 is supplied to both of the introduction boats 2b of the driven boo 9-6. Furthermore, when the spool 53 slides to the right, it passes from the introduction boat 52a of the high pressure line 40 through the first ring groove 53a to the output boat 5.
2e is formed, and the low pressure line 41
A flow path is formed from the introduction boat 52b through the second ring groove 53b to the outlet boat 52d. Therefore, in this sliding state to the right, high pressure is supplied from the high pressure line 40 to the introduction boat 2a on the drive pulley 4 side, and low pressure from the low pressure line 41 is supplied to the introduction boat 2b of the driven pulley 6. is supplied. Also, when the spool 53 slides to the left, the high pressure line 40
From the introduction boat 52a to the first ring 53a1 through hole 5
3e1 ura passage 53d1 through hole 53r1 third ring groove 53
A series of flow paths leading to the lead-out boat 52d are formed through the low-pressure line 41, and a flow path leading from the lead-in boat 52b of the low-pressure line 41 to the lead-out boat 52c is formed through the second ring groove 53b. Therefore, in this leftward sliding state, low pressure is supplied from the low pressure line 41 to the introduction boat 2a on the drive pulley 4 side, and high pressure from the high pressure line 41 is supplied to the introduction boat 2b of the driven pulley 6. is supplied.

FIG. 4 shows the relationship between the three switching states of the switching valve 51 and the sliding of the spool 53.

Introduction boat 2c that introduces hydraulic pressure to the clutch 16 described above
A clutch switching valve 61 is connected between the pump 31 and the pump 31 . This clutch switching valve 61 is connected to the casing 6
2, a piston 63 on the lower side in FIG. 2 and a piston 64 on the upper side in the same figure are provided in
The piston 64 is urged upward by a spring 65. upper piston 6
The upper end of 4 extends outside the casing 62, and is moved downward by rotation of an arm 66 that is linked to a clutch lever (not shown). In the illustrated state, both pistons 63 and 64 are at the limit of movement in the - direction, and both pistons 63 and 64 are positioned below with a predetermined distance apart.

In the illustrated state, the clutch 16 is engaged.

That is, the hydraulic pressure supplied from the pump 31 through the introduction boat 62a is applied to an opening 63a of the lower piston 63, an oil passage 63b in the piston 63, an oil passage 64a in the upper piston 64, an opening 64b in the piston 64, and an outlet boat 62b. After sequentially, the introduction boat 2c of the clutch 16
As a result, the friction plates 18 and 20 are strongly pressed against each other, and the clutch 16 is connected. On the other hand, when disengaging the clutch 16, the arm 66 is rotated upward by operating the clutch lever. That is, the rotation of the arm 66 causes the upper piston 64 to move downward, and the opening 64b of the piston 64 is displaced from the position facing the lead-out boat 62b, and the supply of hydraulic pressure to the clutch 16 is cut off. The oil relief hole 64e formed in 64 is connected to the outlet port 6.
2b, the pressure oil in the clutch 16 is released and the clutch 16 is disengaged. After that, if the clutch 16 is to be reconnected, the clutch lever may be released and returned to the state shown in the figure.

Note that the clutch switching valve 61 of this example is designed to maintain the hydraulic pressure led to the clutch 16 at a predetermined pressure. That is, if the hydraulic pressure introduced from the pump 31 is too high, the pressure in the oil passage 63b of the lower piston 63 increases, causing the piston 63 to move downward against the spring 64. , the opening 63 of the piston 63
a is shifted from a position facing the introduction boat 62a, and the introduction of pressure oil is automatically restricted. In addition, the second
In the figure, 67 is an orifice provided in a hydraulic path between the clutch switching valve 61 and the clutch 16, which regulates the flow rate of pressure oil.

Here, the operation of the mechanical components as described above will be summarized.

This mechanical component adjusts the gear ratio of the continuously variable transmission 1 by moving and adjusting the spool 53 of the switching valve 51 by the pulse motor 71. Pulse motor 71
itself is controlled by electrical components described below.

As will be explained later, the electrical component basically calculates the ideal engine speed from pre-stored data according to the throttle opening, and then calculates the ideal engine speed and the actual engine speed. It compares the engine rotational speed and outputs a drive signal for the pulse motor 71 according to the difference between them, and the spool 53 of the switching valve 51 moves in the left-right direction based on the drive signal.

Thereby, the low-pressure and high-pressure oil pressures from the low-high pressure setting section 52 are selectively supplied to the drive pulley 4 side and the driven pulley 6 side, respectively, to change the gear ratio of the continuously variable transmission 1.

By changing the gear ratio in this way, the load applied to the engine is changed and the engine speed is adjusted to the ideal speed.

When the actual engine speed reaches the ideal engine speed, the spool 53 enters the neutral state shown in the figure, and high-pressure oil pressure is supplied to both the drive pulley 4 side and the driven pulley 6 side. As a result, a predetermined side pressure is applied to each of the pulleys 4 and 6, and the gear ratio of the continuously variable transmission 1 is maintained as is. Furthermore, by operating the clutch lever and vertically rotating the arm 66 of the clutch switching valve 61, the clutch 16 is disengaged or engaged, regardless of the speed change state of the continuously variable transmission 1.

In addition to such operations, as will be described later, control is also performed so that the actual gear ratio matches the planned target gear ratio.

Now, the configuration of a first embodiment of the present invention using such a continuously variable transmission as a controlled device will be described.

FIG. 5 is a block diagram showing the configuration of the first embodiment of the present invention.

In FIG. 5, an engine rotation speed Nc sensor (hereinafter, N
C sensor) 204 detects the rotation speed of the drive pulley 4, and a vehicle speed V sensor (hereinafter referred to as V sensor) 50
1 detects the rotation speed of the driven pulley 6.

The Nc sensor 204, the V sensors 501 and d(2), and the throttle opening θth sensor (hereinafter referred to as θth sensor) 207 are connected to a microcomputer 503 that controls the vehicle.

As is well known, this microcomputer 503 is a C
PU504, ROM505, RAM506, input/output interface 507, and common bus 5 connecting them
It is composed of 08.

A pulse motor 71 that controls the position of the spool 53 is connected to the microcomputer 5 through a drive means 502.
It is connected to 03.

6 and 7 are flowcharts showing the operation of the first embodiment of the present invention.

First, in FIG. 6, in step S1, the microcomputer 503 is initialized.

Next, in step S2, it is determined whether a ratio hold flag, which will be described later with reference to FIG. 7, is set. If it is set, the process moves to step S3, and the gear ratio fixed control according to the present invention is executed. This gear ratio fixed control is performed so that the gear ratio of the continuously variable transmission matches the target gear ratio set in FIG.
It controls the continuously variable transmission.

If it is not set, the process is performed in step S4.
Then, the target engine speed of the continuously variable transmission is set using a known method.

When the process of step S3 or S4 is completed, the pulse motor 71 is operated so that the actual gear ratio or actual engine rotation speed NO of the continuously variable transmission matches the set target gear ratio or target engine rotation speed. The position of the spool 53 is controlled. After that, the process returns to step S2.

Next, the operation shown in FIG. 7 will be explained. The control shown in FIG. 7 is a fixed time interrupt control, which is executed at predetermined time intervals by the microcomputer 503 (FIG. 5).

First, in step Sll, the throttle opening θt
hi is imported. The subscript i is incremented by 1 each time the process is completed, and when it reaches n'', it is reset to 1. The same applies to steps 812 to S14.

In step S12, Δθtht is calculated by subtracting the throttle opening obtained by this process the previous time or a predetermined time ago from the obtained throttle opening θtht.

In step S13, the actual speed ItRi of the vehicle is
is calculated. That is, the actual speed ratio R1 of the continuously variable transmission is calculated by dividing the output signal of the No. sensor 204 by the output signal of the No. sensor 501.

In step S14, the actual speed ratio calculated in the previous or predetermined previous process is subtracted from the calculated actual speed ratio R1 to calculate ΔRAI.

In step S15, as shown in FIG.
The respective values are stored in a memory having an area for storing Δθtbl, ΔRAI, and R1.

Here, when the subscript l of each numerical value reaches the predetermined number n, the process returns to the subscript 1 again and the data is overwritten.

In step S16, it is determined whether all n Δθth values stored in the memory are within ±K (predetermined value). If the absolute value of Δθth exceeds K, the ratio hold flag is reset in step S21.

After that, the process ends.

If the n Δθths stored in the memory are all within ±, in step S17, among the n ΔRAs stored in the memory, the n Δθths are less than or equal to +L (predetermined value).
It is determined whether there is one with a value of 1-. If there is no value greater than +5, the process ends.

If there is a value greater than or equal to +5, it is determined in step 318 whether or not there is a value less than or equal to -L among the n ΔRAs stored in the memory.

If there is nothing less than L, the process ends.

-L or less, in step S19, the maximum R (R
a+ax) is the target gear ratio of the continuously variable transmission.

After the ratio hold flag is set in step S20, the process ends.

Note that either one of steps S17 and 818 can be omitted.

FIG. 1 is a functional block diagram of a first embodiment of the present invention. In FIG. 1, the same reference numerals as in FIG. 5 represent the same or equivalent parts.

In FIG. 1, the θtb sensor 207 is connected to a Net setting means 511 and a Δθth calculation means 518.

The Net setting means 511 has a throttle opening θth.
and a target engine rotation speed Net corresponding to the θth are stored. This Net setting means 511 may store a function as shown in FIG.

The Δθth calculating means 518 calculates the deviation Δθth according to the input throttle opening θth.

The Net setting means 511 and the Ne sensor 204 are connected to a subtraction means 512. This subtraction means 512 subtracts the target engine rotation speed Net output from the Net setting means 511 and the actual engine rotation speed N (3) output from the Ne sensor 204 to calculate the deviation ΔNe.

The θit setting means 513 stores the deviation ΔN of the engine rotation speed.
c, and the drive angle θ of the pulse motor 71 corresponding to the ΔNc.
at is stored. This θIt setting means 513 calculates the deviation Δ of the engine rotation speed Ne from the subtracting means 512.
When Ne is input, the drive angle θIt of the pulse motor 71 corresponding to the deviation ΔNe is output to the drive means 502 via the switching means 514. Note that this θIlt setting means 513 may also store a function as shown in FIG.

As a result, the pulse motor 71 is rotated by a predetermined angle in a predetermined direction, and the spool 53 is moved in a predetermined direction.

Then, the actual engine speed Ne is the target engine speed N
The continuously variable transmission is controlled so as to match et.

The aforementioned Ne sensor 204, θth sensor 207, Ne
The feedback control means consisting of the t setting means 511, the subtraction means 512, and the θff1t setting means 513 is a conventional control device for a continuously variable transmission for a vehicle, and with only this configuration, θth is constant and the target engine rotation speed is constant. Even so, since the actual engine speed changes, θIt, that is, the actual gear ratio changes.

Therefore, there is a possibility that the vehicle may experience hunting.

The switching means 514 normally sets θ11 to the setting means 513.
However, when a control signal is output from the determining means 522 described later, the θIt setting means 521 and the driving means 502 are connected.

The V sensor 501 and the Nc sensor 204 are connected to the gear ratio R.
It is connected to calculation means 515. This gear ratio Rel'
The IK means 515 detects the rotational speed of the drive pulley 4 (that is, the actual engine rotational speed N) output from the Ne sensor 204.
c), the driven pulley 6 output from the V sensor 501
The actual speed ratio R of the continuously variable transmission is calculated. This gear ratio R is manually input to the ΔRA calculation means 517, and the deviation ΔRA of the gear ratio R is calculated in the ΔRA calculation means 517.

The storage means 316 stores the speed ratio R calculation means 515, ΔR
Gear ratio R1ΔRA and throttle opening change rate Δθ output from A calculation means 517 and Δθth calculation means 518
Remember th. The maximum value RIaX of the speed ratio R stored in the storage means 516 is transferred to the target speed ratio storage means 519 and stored therein.

The subtraction means 520 calculates the speed ratio R calculation means 5 from the maximum speed ratio R*aX stored in the target speed ratio storage means 519.
Subtract the gear ratio R output from 15 to obtain ΔRB, and θ
It is output to the It setting means 521.

The θIt setting means 521 stores ΔRB and the drive angle θIt of the pulse motor 71 corresponding to the ΔRB.

This θIt setting means 521 may also store a function as shown in FIG.

When ΔRB is input from the subtracting means 520, the θat setting means 521 sets the drive angle θa of the pulse motor 71.
t is output to the switching means 514.

As shown in steps 816 to S18 in FIG.
Only when h is within the predetermined value ± and some of the ΔRA stored in the storage means 516 exceeds the predetermined value increase, the switching means 514 is energized, and the θat setting means 513 and the driving means 502, the θIt setting means 5
21 and the driving means 502.

When the θiat setting means 521 and the driving means 502 are connected, the pulse motor 71 is rotated by a predetermined angle in a predetermined direction, and the spool 53 is moved in a predetermined direction.

Then, the continuously variable transmission is controlled so that the actual gear ratio of the continuously variable transmission matches the target gear ratio stored in the target gear ratio storage means 519.

Thus, in this embodiment, the throttle opening θt
When the change in h is small and in this case, the change in the actual gear ratio R of the continuously variable transmission is large, the gear ratio of the continuously variable transmission is the maximum value of R stored in the storage means 516. It is fixed at Rsax (that is, the lowest gear ratio).

In other words, during normal driving, the throttle opening θt
The continuously variable transmission is feedback-controlled so that the actual engine speed matches the target engine speed set according to h, but the actual speed ratio R of the continuously variable transmission varies greatly and If it is determined that the vehicle is traveling on a road, feedback control of the engine speed is stopped, and feedback control is performed so that the actual gear ratio matches the largest gear ratio R-aX stored in the storage means 516. It becomes like this.

As a result, there is no risk that the vehicle will hunt even when driving on a rough road with many unevenness.

In addition, when the change in throttle opening θth is large, that is, when the driver is controlling the accelerator, the gear ratio is not fixed, so the driver's intention is reflected well in the driving of the vehicle. can do.

Now, as shown in step S15 in FIG. 7, in the fixed time interrupt control, each time the
Since the data in the figure) is updated, the storage means 516
If you drive on a rough, bumpy road after the maximum gear ratio Rwax is set to the target gear ratio, the value of the maximum gear ratio may become even larger. The value also becomes larger.

That is, the control of the continuously variable transmission according to this embodiment is similar to the conventional control method in that a so-called filter means is added so that the target gear ratio is always set only on the low side.

However, the present invention is not limited to this, and once the maximum gear ratio Rmax is set to the target gear ratio, even if a larger gear ratio is detected, the target gear ratio is set as the target gear ratio. You may choose not to adopt it.

Furthermore, in the explanation regarding FIG. 1, it is assumed that θIt read out from the θIIt setting means 513 or 521 is outputted as is to the driving means 502, but for example,
A sensor for detecting the position of the spool 53 or the driving angle of the pulse motor 71 is provided, and a comparing means is provided for comparing the output signal of the sensor with the output signal of the θIt setting means 513 or 521, and the output of the comparing means is The signal is input to the driving means 502.

The drive means 502 may be configured to be energized in accordance with the current position of the spool 53 or the current drive angle of the pulse motor 71.

Next, a second embodiment of the present invention will be described.

First, the configuration of the continuously variable transmission applied to this embodiment will be explained in the ninth section.
This will be explained using Figures 11 to 11.

In the continuously variable transmission applied to this second embodiment, the gear ratio of the continuously variable transmission is uniquely determined by determining the drive amount of the gear ratio changing means. desirable. 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 briefly explained below.

The continuously variable transmission described in the above publication includes a constant displacement type swash plate type hydraulic pump (hereinafter referred to as a hydraulic pump) Pl and an edible 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.

Gear ratio R -1 + capacity of hydraulic motor M/capacity of hydraulic pump P Therefore, if the capacity of hydraulic motor M is changed 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. 9 is a block diagram showing the hydraulic circuit of the continuously variable transmission.

In FIG. 9, symbol F is an oil pump driven by the engine E, C is a clutch mechanism, and Q is a flow ffl.
In the adjustment mechanism, Wr indicates a driving wheel rotationally driven by the output shaft of the continuously variable transmission, Wf indicates a driven wheel, and a hydraulic closed circuit G is formed between a hydraulic pump P and a hydraulic motor M.

This hydraulic closed circuit G includes an outer oil passage 74 forming a high pressure oil passage.
1 and an inner oil passage 740 forming a low pressure oil passage.

The oil pump F is connected to the inner oil passage 740 and the outer oil passage 741 via the replenishment oil passage 120 and the check valve 121, and the hydraulic oil pumped up from the oil tank 122 is connected to the replenishment oil passage 741. 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 1 equipped with a clutch sensor 124 that detects the operating position of the first distribution valve 745 (or the operating position of the first control ring) as a clutch valve.
25, and the flow rate adjustment mechanism Q includes:
The tilt angle control mechanism 780 is configured by an actuator 127 equipped with a flowmeter sensor 126 that detects the operating position of the second distribution valve 746 (or the operating position of the second control ring), and the tilt angle control mechanism 780 is configured by an electric motor 786 as an actuator.
and a gear ratio detection sensor (ratio sensor) 1 for detecting the tilting position of the motor swash plate 720, that is, the gear shift position.
28.

This gear ratio detection sensor 128 will be described later with respect to FIG.

The control means U includes the actuators 125 and 127 and the electric motor 786 that constitute the clutch mechanism C1 flow ffi adjustment mechanism Q and the tilt angle control mechanism 780, the clutch sensor 124, the flow rate sensor 126, and the gear ratio detection sensor 1.
28, an Np sensor 204 that detects the engine rotational speed Ne, a θth sensor 207 that detects the throttle opening θtl+ of the engine E, and a vehicle speed sensor Sc that detects the rotational speed of the drive 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 a driven wheel Wf, a change switch Sf, a Pa sensor 205 for detecting atmospheric pressure Pa, and a sensor in the intake pipe. A pb sensor 206 that detects a throttle valve downstream negative pressure Pb (hereinafter simply referred to as intake pipe negative pressure) is connected to each of them.
Information from each of these sensors is constantly being input.

Note that the vehicle speed sensor Sc is a sensor similar to the V sensor 501 described above with reference to FIGS. 1 and 5.

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. 10 and 11.

This motorcycle includes a body frame 1301, an engine E5 supported by the heavy 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. 10, the output shaft 725 is arranged in the left-right direction of the vehicle body so as to be parallel to the crankshaft 701 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 130aJ:.

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 is attached to a front fork 134 above the head vibe 133 .

On the other hand, as shown in FIG. 11, the drive wheel Wr is a swinging end of a swing arm 137 that is attached to the vehicle body frame 130 so as to swing while receiving a reaction force from a cushion unit 136. As shown in FIG. 10, the output shaft 725 of the continuously variable transmission CVT is
is connected to.

The center of mass of the rotating system such as the continuously variable transmission CVT and the crankshaft 701 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 701 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.

Further, reference numeral 702 denotes a chain type primary reduction gear, 702a
138 is an air cleaner, 139 is an exhaust pipe, 140 is an accelerator grip, 141 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 (FIG. 9) and outputs two types of signals depending on the direction in which it is operated, one of which is for changing gears. One signal is an upshift signal for changing the gear ratio to the top side, and the other is a downshift signal for changing the gear ratio to the low side.

FIG. 12 is a block diagram showing an example of the configuration of a second embodiment of the present invention.

The microcomputer 201 shown in FIG. 12 controls the continuously variable transmission for the vehicle and also controls the ignition of the vehicle, so the operation of the present invention will be explained together with the ignition control.

It goes without saying that the microcomputer 503 (FIG. 5) described in the first embodiment of the present invention may also control the ignition of the vehicle in this manner.

In FIG. 12, 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, ROMSRAM, 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.

The Ne sensor 204, the pb sensor 206, and the θth sensor 207 are connected to the microcomputer 201. The Ne sensor 204 actually detects a plurality of pawls provided at equal intervals on the crankshaft of the vehicle,
The rotation speed Ne of the internal combustion engine is calculated based on the detection time of the claw.

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 three types of contacts, and the driving mode of the vehicle (driving mode such as sports driving, fuel saving driving, etc.) is determined by switching the contacts. This running mode changeover switch 208 does not need to be provided in particular.

770.781, 785 and 786 are the reference numerals 70.11 in FIG.
11.85 and 86, respectively, 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. This is a motor that rotates.

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 770 or the motor 786.

The output signal of the gear ratio detection sensor 128 is sent to the microcomputer 20 via the A/D converter 210.
1 is input.

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.

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 this example, as is clear from Figure 12,
Control of the continuously variable transmission and control of the injectors (first to fourth injectors 231 to 234) are performed by the same microcomputer (microcomputer 201). Among the above controls, the first to fourth injectors 231 to 2
34 is executed each time a pawl provided on the crankshaft of the vehicle is detected, as described above regarding the Ne sensor 204. 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.

FIGS. 13 and 14 are flowcharts showing the operation of the second embodiment of the present invention. FIG. 13 shows Na interrupt control, and FIG. 14 shows fixed time interrupt control.

First, the NO interrupt control in FIG.
1, the detection time T of the intervals between success/failure pawls provided at equal intervals on the crankshaft of the vehicle is read.

Next, in step 5102, 1 is added to ■. This i is initialized (set to O) when the ignition switch of the vehicle is turned on.

In step 5103, the detection time T of the interval between the claws is set to Tl.

In step 5104, it is determined whether the number 1 has become m+1 or more. If i is greater than or equal to m+1, the process proceeds to step 5105, where 1 is reset to 1, and if l is less than or equal to m, the process proceeds to step 5106.

That is, T detected by executing the process is set from TI to T- every time the process is performed.

This Tl-Ta+ is stored in a register configured as shown in FIG. This register is provided within the microcomputer 201 shown in FIG.

Next, in step 5106, the one with the maximum value among the TIs stored in the register is determined as T
It is set and stored as 1laX.

In step 5107, the one having the minimum value among the Tl stored in the register is set and stored as Twin.

In step 8108, from Tl1ax to Tsi
n is subtracted and ΔT is calculated.

In step 5109, the ΔT is set to a predetermined value To
It is determined whether or not it exceeds . If ΔT exceeds the predetermined value To, flag F is set to 1 in step 5110, and if ΔT does not exceed the predetermined value To, flag F is set to O in step 5111.

When the flag F is set to 1, this means that there is a large variation in the detection time of the interval between the pawls, or in other words, there is a large variation in the engine rotational speed.

That is, this is a case where the vehicle is traveling on a rough road with many unevenness.

Note that in step 5109, ΔT is set to a predetermined value T.
If it is determined that the variation in the throttle opening θth is within a predetermined value, it is further determined whether the variation in the throttle opening θth is within a predetermined value, and if it is within the predetermined value, the process proceeds to step 5110. It's okay.

If it is determined that the vehicle is traveling on a rough road and the flag is set to 1, the gear ratio R of the continuously variable transmission is fixed in the fixed time interrupt control described later with reference to FIG. .

Next, in step 5112, the reciprocal of the time TI is set to the engine rotation speed Ne.

In step 5113, the injector (any of the first injector 231 to fourth injector 234)
The energization time T out is searched from a map using engine speed Ne and intake pipe negative pressure Pb, or engine speed Ne and throttle opening θth as variables. This intake pipe internal negative pressure pb and throttle opening degree θth are detected in the fixed time interrupt control shown in FIG. 14.

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

Next, in step 5114, 1 is added to the count value G of the stage counter that specifies the injector to be energized.

In step 5115, the count value G is 5 or more and 1-
If it is 5 or more, the process moves to step 5117 via step 5116, and if it is 4 or less, it moves directly to step 5117.

In step 5116, G is set to 1.

In steps 8117 to 5119, the count value G is 1.
- 4. If the count value G is 1, in step 5120, the microcomputer 201 shown in FIG.
"1" is output from the output terminal G1.

Similarly, when the count value G is 2-4, 1'' is output from the output terminals 62-G4 of the microcomputer 201 in steps 5121-3123.

Next, in step 5124, the down counter 202 connected to the microcomputer 201 is reset.

In step 5125, the down counter 20
2, the energization time T ouj retrieved in step 5113 is set.

In step 5126, the microcomputer 2
01 output terminal S to the down counter 202.
is output, and then the process ends. This allows the predetermined injectors (first injector 231 to fourth injector 231 to
energization time T out
energized and fuel injection is performed.

Next, the fixed time interrupt control in FIG. 14 begins with step 51.
At step 31, the intake pipe internal negative pressure pb is read.

In step 5132, the throttle opening degree θth is read.

In step 5133, step 51 in FIG.
10 and 5111, it is determined whether the flag F mentioned above is 1 or not. If the flag F is 1, the process moves to step 5135, and if the flag F is 0, the process moves to step 5134.

In step 5134, the target gear ratio R is searched from a map using the engine rotation speed N (3) and the intake pipe negative pressure pb as variables. It may be searched from a map with θth as a variable, and engine rotation speed No.
The search may be performed from a table using either the intake pipe negative pressure Pb1 or the throttle opening θth as a variable.

In step 8135, the gear ratio detection sensor 128
(FIG. 12) output signal, i.e., trunnion shaft 770
The angle (actual gear ratio θ' of the continuously variable transmission) is read.

In step 5136, it is determined whether the absolute value of the difference between the actual gear ratio θ' and the 11 target gear 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 5137 whether or not the difference obtained by subtracting the empty shift speed ratio R from the actual speed ratio θ is positive.

If the difference is positive, in step 5138, a predetermined drive signal θout is output to the motor 786 (FIG. 12) so that the gear ratio becomes smaller, that is, the ratio is lowered.

If the difference is negative, in step 5139 the gear ratio is increased, that is, the ratio is increased.
A predetermined drive signal θout is output to the motor 786.

The processing in steps 8136 to 5139 is performed using the actual gear ratio θ
This is a routine that performs feedback control so that R corresponds to the target gear ratio R.

After that, the process ends.

As described above, in the process shown in FIG. 14, if it is determined in the process shown in FIG. 13 that the vehicle is traveling on a rough road and the flag F is set to 1, the target shift No search for the ratio R is performed, and the target gear ratio is maintained and fixed at the target gear ratio R that was searched last time or before in the process of step 5134 in FIG. 14.

If flag F is 0, in step 5134,
A search for the target gear ratio R is performed.

In FIG. 14, the process is terminated after the process of step 5138 or 5139 is completed, but after each process is completed, the process returns to step 5136. Also good.

FIG. 16 is a functional block diagram of a second embodiment of the present invention. In FIG. 16, the same reference numerals as in FIG. 12 refer to the same or equivalent parts.

In FIG. 16, the gear ratio storage means 304 contains engine speed No., intake pipe negative pressure pb, and throttle opening degree θ.
A No sensor 204, a pb sensor 206, and a θth sensor 207 are stored with at least one of th as a variable, and are connected to the speed ratio storage means 304.
Based on data detected by at least one of the following, the target gear ratio R1 is retrieved and output to the feedback control means 306. This search is performed at regular intervals.

Further, as described above, the Ne sensor 204 actually detects a plurality of pawls provided at equal intervals on the crankshaft of the vehicle, and determines the rotational speed Ne of the internal combustion engine based on the detection time of the pawls. Calculate.

The feedback control means 306 compares the input target gear ratio R1 and the actual gear ratio θr output from the gear ratio detection sensor 12g, and feedback-controls the motor 786 accordingly.

Thereby, the gear ratio of the continuously variable transmission is determined by the gear ratio storage means 3.
It matches the target gear ratio retrieved from 04.

When the Ne sensor 204 reads the detection time T of the intervals between the plurality of pawls provided at equal intervals on the crankshaft of the vehicle, the time T is stored in the register 801. Register 801 can store m T's.

The maximum value T of T stored in the register 801
IIax is stored in the Tl1ax storage means 802, and the minimum value Twin is stored in the T1n storage means 803.

The subtraction means 804 subtracts T 1n from the T ff1aX to calculate ΔT.

Comparison means 806 compares ΔT with a predetermined value TO stored in To storage means 805, and if ΔT is larger, sends a signal (search output a stop signal). As a result, new reading of the target gear ratio from the gear ratio storage means 304 is prohibited, and the target gear ratio is fixed.

Now, in the first embodiment of the present invention described above, the actual gear ratio of the continuously variable transmission is detected, and if the variation in the actual gear ratio is large, it is determined that the vehicle is traveling on a rough road. Furthermore, in the second embodiment, if the fluctuation in the actual engine speed is large, it is determined that the vehicle is traveling on a rough road.

Determination of whether or not the road is rough is not limited to this, and a sensor (torque sensor) is installed on the rotating shaft of the power transmission system from the continuously variable transmission to the drive wheels to detect twisting of the shaft. ), and if the variation in the output signal value of the sensor is equal to or greater than a predetermined value, it may be determined that the vehicle is traveling on a rough road.

Furthermore, the first embodiment has been described as being applied to a continuously variable transmission that is composed of two pulleys whose groove widths are adjusted by hydraulic pressure and an endless belt wound around the pulleys. , a continuously variable transmission constituted by a constant displacement swash plate type hydraulic pump and a variable displacement swash plate type hydraulic motor described as being applied to the second embodiment, or JP-A-62-273189. The present invention may be applied to a toroidal continuously variable transmission as described in .

Similarly, in the second embodiment, the toroidal continuously variable transmission or the like may be ventilated.

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

That is, when the vehicle is traveling on a rough road, the target gear ratio of the continuously variable transmission is fixed, so hunting does not occur.

[Brief explanation of the drawing]

FIG. 1 is a functional block diagram of a first embodiment of the present invention. FIG. 2 is a diagram showing the configuration of a continuously variable transmission applied to the first embodiment of the present invention. FIG. 3 is an explanatory diagram of the relationship between low pressure and high pressure derived from the low and high pressure setting section of the continuously variable transmission shown in FIG. 2. FIG. 4 is an explanatory diagram of the relationship between high pressure and low pressure switched by the switching valve of the continuously variable transmission shown in FIG. 2. FIG. 5 is a block diagram showing the configuration of the first embodiment of the present invention. FIG. 6.7 is a flowchart showing the operation of the first embodiment of the present invention. FIG. 8 is a block diagram of a memory that stores Δθth1, ΔRA1, and R1. FIG. 9 is a block diagram showing a hydraulic circuit of a continuously variable transmission applied to a second embodiment of the present invention. FIG. 10 is a plan view when the continuously variable transmission shown in FIG. 9 is mounted on a motorcycle. FIG. 11 is a front view of FIG. 10. FIG. 12 is a block diagram showing the configuration of a second embodiment of the present invention. Figures 13 and 14 are flowcharts showing the operation of the second embodiment of the present invention. FIG. 15 is a configuration diagram of a register that stores Ti. FIG. 16 is a functional block diagram of a second embodiment of the present invention. FIG. 17 is a diagram showing the relationship between a vehicle traveling on an uneven road surface with the accelerator held constant and the gear ratio of a continuously variable transmission mounted on the vehicle. FIG. 18 is a diagram showing changes in the gear ratio when the accelerator is held constant and the vehicle travels on flat ground, rough roads, downhill slopes, and L slopes. 53... Spool, 71... Pulse motor, 128
... Gear ratio detection sensor, 204 ... Ne sensor, 20
6... pb sensor, 207... θth sensor, 30
4... Gear ratio storage means, 306... Feet control means, 501... V sensor, 502... Drive means, 511... Net setting means, 512... Subtraction means, 513... . . . θit setting means, 514 . . . switching means, 515 . . . gear ratio calculation means, 516 .
th calculation means, 519...Target gear ratio storage means, 52
0... Subtraction means, 521... θat setting means, 52
2... Judgment means, 770... Trunnion shaft, 781
...Sector gear, 785...Worm gear, 786
...Motor, 801...Register, 8o2...T
maX storage means, 803 ・Twin storage means, 80
4... Subtraction means, 805... To storage means, 806
... Comparative Means Representative Patent Attorney Michito Hiraki and 1 other person Fig. 3 - Regio Chuo - 1

Claims (5)

[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 according to engine parameters, driving parameters, etc., comprising an uneven road surface detection means for detecting an uneven road surface. A control device for a continuously variable transmission for a vehicle, comprising: target gear ratio control means for fixing a target gear ratio when an uneven road surface is detected by the uneven road surface detection means. (2) The uneven road surface detection means detects fluctuations in the actual gear ratio of the continuously variable transmission, and determines that the road surface is uneven when the fluctuation exceeds a scheduled fluctuation range. A control device for a continuously variable transmission for a vehicle according to item 1. (3) The uneven road surface detection means detects a fluctuation in the actual engine rotation speed, and when the fluctuation exceeds a scheduled fluctuation range,
The control device for a continuously variable transmission for a vehicle according to claim 1, wherein the control device determines that the road surface is uneven. (4) The target gear ratio control means sets the maximum value of the target gear ratios that have been detected in the steady state of operation as the target gear ratio when the uneven road surface is detected by the uneven road surface detection means. A control device for a continuously variable transmission for a vehicle according to any one of claims 1 to 3. (5) The target gear ratio control means, when the uneven road surface detection means detects the uneven road surface, sets the target gear ratio immediately before the uneven road surface is detected by the uneven road surface detection means as the target gear ratio. A control device for a continuously variable transmission for a vehicle according to any one of claims 1 to 3.