JPS58180865A - Speed change controlling method for v-belt type stepless speed change gear - Google Patents

Abstract

PURPOSE:To prevent such troubles as defficiency in motive power, stoppage of an engine and unpleasant noise, by correcting a speed change ratio so as to increase the ratio in the case where the temperature of engine-cooling water is lower than a predetermined value. CONSTITUTION:When the temperature TW of engine-cooling water is lower than the predetermined value TW0, an actual throttle opening TH is smaller than a corrected throttle opening CTH, and a speed change pattern is retrieved on the basis of the corrected throttle opening CTH. Since each of D, L and R speed change patterns is so set that a higher speed change ratio can be obtained for the same vehicle speed when the throttle opening is larger, a high speed change ratio can be obtained when the temperature TW of engine-cooling water is low. As a result, the rotating speed of the engine is raised, and accordingly, it is possible to avoid vibration, defficiency in motive power or the like accompanied by an insufficient condition of the engine in starting thereof.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a speed change control method for a V-belt continuously variable transmission.

In a conventional speed change control method for a V-belt type continuously variable transmission, for example, as disclosed in Japanese Patent Application Laid-Open No. 56-46153,
The rotational speed of the drive pulley and the engine throttle opening (or engine intake pipe negative pressure) are detected, and the actual operating state of the engine is determined based on this, and the ideal engine is determined based on the preset shift pattern. The gear ratio was controlled so that the deviation between the two was reduced by comparing the operating conditions of the two.

However, in the conventional speed change control method of the V-belt type continuously variable transmission as described above, even when the engine cooling water temperature is low, such as when starting the engine, the vehicle runs with the same speed change pattern as in normal cases. However, when the engine malfunctions due to low engine cooling water temperature, problems such as insufficient power, unpleasant engine vibrations, and engine stoppage occur, making it impossible to run smoothly.

The present invention has been made by focusing on the above-mentioned problems in the conventional V-belt type continuously variable transmission control method. By increasing the size, the purpose is to solve the problems mentioned above.

Hereinafter, the present invention will be explained based on the accompanying drawings showing embodiments thereof.

A power transmission mechanism of a continuously variable transmission to which the present invention is applied is shown in FIGS. 1 and 2. A torque converter 12 consisting of a pump impeller 4, a turbine runner 6, a stator 8, and a lock-up clutch IO is attached to an engine output shaft 2 that rotates together with an engine crankshaft (not shown). The lock-up clutch 10 is connected to the turbine launch 6 and is movable in the axial direction. A lock-up clutch oil chamber 14 is formed between the pump impeller 4 and an integral member 4a, and the lock-up clutch oil chamber 14 is connected to the turbine launch 6 and is movable in the axial direction. When the oil pressure in the chamber 14 becomes lower than the oil pressure in the torque converter 12, the lock-up clutch 10 is pressed against the member 4aL and rotates together with the member 4aL. The turbine runner 6 is spline-coupled to one end of a drive shaft 22 rotatably supported by a case 20 through bearings 16 and 18 . Bearing 16 of drive shaft 22
A drive pulley 24 is provided in the area between and 18. The drive pulley 24 includes a fixed conical plate 26 fixed to the drive shaft 22 and a V-shaped boob groove formed by opposing the fixed conical plate 26 and a drive pulley cylinder chamber 28 .
(Fig. 3) and a movable conical plate 30 that is movable in the axial direction of the drive shaft 22 by hydraulic pressure applied thereto.

In addition, the annular member 2 that limits the maximum width of the V-shaped boob groove
2a is fixed on the drive shaft 22 so as to be able to engage with the movable conical plate 30 (FIG. 3). The drive pulley 24 is a V belt 32
This driven boob 934 is connected to the driven pulley 34 by a bearing 36 and
8 is provided on a driven shaft 401 rotatably supported by a shaft 8. The driven pulley 34 includes a fixed conical plate 42 fixed to a driven shaft 40, and a V-shaped pulley groove formed by opposing the fixed conical plate 42. driven shaft 40 by
It consists of a movable conical plate 46 that is movable in the axial direction. As in the case of the drive pulley 24, the movement of the movable conical plate 46 is restricted by the annular member 40a fixed on the driven shaft 40 so as not to exceed the maximum V-shaped pulley groove width. A forward drive gear 50 rotatably supported on the driven shaft 40 is connectable to the fixed conical plate 42 via a forward multi-plate clutch 48, and the forward drive gear 50 is connected to a ring gear 52. They are engaged. A reverse drive gear 54 is fixed to the driven shaft 40, and this reverse drive gear 54 meshes with an idler gear 56. The idler gear 56 is a reverse multi-plate clutch 58
to the idler shaft 60, and another idler gear 62 that meshes with the ring gear 52 is fixed to the idler shaft 60. Since the idler gear 62, idler shaft 60, and reverse drive gear 54 are shifted from their normal positions, the idler gear 62 and ring gear 52
Although it looks like they are not interlocking, they are actually interlocking as shown in Figure 2). A pair of pinion gears 64 and 66 are attached to the ring gear 52, and a pair of side gears 68 and 70 that mesh with the pinion gears 64 and 66 to form a differential device 67 are connected to the output shaft 7, respectively.
2 and 74 are connected, and output shafts 72 and 74 supported by bearings 76 and 78, respectively, extend outwardly from case 20 in opposite force directions. The output shafts 72 and 74 are connected to a road wheel (not shown). An internal gear type oil pump 80 is provided on the right side of the bearing 18 and is a hydraulic power source for a control device, which will be described later. It is designed to be driven by the engine output shaft 2 via 82.

In this way, a torque converter with a lock-up device,
■The rotational force input from the engine output shaft 2 to the continuously variable transmission, which is a combination of a belt-type continuously variable transmission mechanism and a differential device, is transmitted to the torque converter 12, the drive shaft 22, and the drive pulley 2.
4, the transmission is transmitted to the V-belt 32, the driven pulley 34, and the driven shaft 40, and then, when the forward multi-disc clutch 48 is engaged and the reverse multi-disc clutch 58 is released, the forward drive is transmitted. The output shafts 72 and 74 are rotated in the forward direction via the gear 50, ring gear 52, and differential device 67, and conversely, the reverse multi-disc clutch 58 is engaged and the forward multi-disc clutch 48 is released. In this case, the output shafts 72 and 74 are rotated in the backward direction via the backward drive gear 54, idler gear 56, idler shaft 60, idler gear 62, ring gear 52, and differential device 67. During this power transmission, by moving the movable conical plate 30 of the driving pulley 24 and the movable conical plate 46 of the driven pulley 34 in the axial direction to change the radius of the contact position with the V-belt 32, the driving pulley 24 and the driven pulley 34 can be changed. For example, if the width of the V-shaped pulley groove of the drive pulley 24 is expanded and the width of the V-shaped pulley groove of the driven pulley 34 is reduced, the flat diameter of the V-belt contact position on the drive pulley 24 side becomes smaller, and the driven pulley The radius of the V-belt contact position on the 34 side becomes larger, resulting in a larger gear ratio. If the movable conical plates 30 and 46 are moved in the opposite direction, the gear ratio will become smaller, in the exact opposite way to the above. Also,
During power transmission, the torque converter 12 may perform a torque increasing action or act as a fluid coupling depending on the operating situation. Since the attached lock-up clutch lO is provided, by draining the oil pressure in the lock-up clutch oil chamber 14 and pressing the lock-up clutch 10 against the member 4a integrated with the pump impeller 4, the engine output shaft and the drive shaft 22 are and can be directly mechanically connected.

Next, a hydraulic control device for this continuously variable transmission will be explained. The hydraulic control device includes an oil pump 8 as shown in FIG.
0, line pressure regulating valve 102, manual valve 104, speed change control valve 106, lock-up valve 108, lock-up solenoid 200, speed change motor 110, speed change reference switch 2
40, a speed change operation mechanism 112, etc.

The oil pump 80 is driven by the engine output shaft 2 as described above, and discharges the oil in the tank 114 to the oil path 116. The oil passage 116 is guided to boats 118d, 118f, and 118g of the line pressure regulating valve 102, and is regulated to a predetermined line pressure as described later. The oil passage 116 also communicates with the port 120b of the manual valve 104 and the boat 122c of the speed change control valve 106.

The manual valve 104 has five boats 120a.

A valve hole 120 having 120b, 120c, 120d and 120e, and two lands 1 corresponding to this valve hole 120.
24. The spool 124 is operated by a shift lever (not shown) on the driver's seat, and has five stop positions (shift positions): P, R, N, D, and L ranges. have.

Boat 120a is connected to boat 120d by oil passage 126.
It also communicates with the cylinder chamber 58a of the reverse multi-disc clutch 58 through an oil passage 128. Po again)
120c communicates with the boat 120e through an oil passage 130 and also communicates with the cylinder chamber 48a of the forward multi-disc clutch 48.
is connected to.

Boat 120b is in communication with the line pressure of oil passage 116 as described above. When the spool 124 is in the P position, the port 120b to which the line pressure is applied is closed by the land 124b, and the cylinder chamber 58 of the reverse multi-disc clutch 58 is closed.
a and the cylinder chamber 48a of the forward multi-disc clutch 48 are drained together via the oil passage 12B and ports 1120d and 120e. When the spool 124 is in the R position, the boat 120b and the boat t2oa are connected to the lands 124a and 1.
24b, line pressure is supplied to the cylinder chamber 58a of the reverse multi-disc clutch 58, and on the other hand, the cylinder chamber 48a of the forward multi-disc clutch 48 is connected to the boat l 20.
It drains through e. When the spool 124 is in the N position, the boat 120b is sandwiched between the lands 124a and 124b and cannot communicate with other boats.
On the other hand, since both boats 120a and 120e are drained, the reverse multi-disc clutch 58 is
The cylinder chamber 58a of the forward multi-disc clutch 48 and the cylinder chamber 48a of the forward multi-disc clutch 48 are both drained. In the D and L positions of the spool 124, the boat 120b and the boat 12
0c communicates between lands 124a and 124b, and line pressure is supplied to the cylinder chamber 48a of the forward multi-disc clutch 48, while the cylinder chamber 58a of the reverse multi-disc clutch 58 is drained via the port 120a. Ru.

As a result, when the spool 124 is in the P or N position, both the forward multi-disc clutch 48 and the reverse multi-disc clutch 58 are released 5, power transmission is cut off, and the output shafts 72 and 74 are not driven. , the spool 124 is R
In this position, the reverse multi-plate clutch 58 is engaged and the output shaft 7
2 and 74 are driven in the backward direction as described above, and when the spool 124 is in the D or L position, the forward multi-disc clutch 48 is engaged and the output shafts 72 and 74 are driven in the forward direction. . Note that there is no difference between the D position and the L position in terms of the hydraulic circuit as described above, but the repositioning is electrically detected and the gears are changed according to different shift patterns as described below. Operation of motor 110 is controlled.

The line pressure regulating valve 102 has eight boats 118a, 11
8b, 118c, 118d, 118e, 118f, 11
Valve hole l18 having 8g and 118h, and this valve hole 11
Four lands 132a, 132b, 132 corresponding to 8
Spool 132 with C and 132d and Spool 1
Spring 133 located at the left end of 32 and pin 13
5 and a spring seat 134 fixed in the valve hole 118 by a spring seat 134. Note that the right end land 132d of the spool 132 is connected to the other intermediate lands 132a, 13.
It has a smaller diameter than 2b and 132c. A negative pressure diaphragm 143 is provided at the inlet of the valve hole 118 .

The negative pressure diaphragm 143 is constructed by sandwiching a membrane 137 between two members 136a and 136b that constitute the case 136. Inside the case 136 is the membrane 13
7 into two chambers 139a and 139b. A spring seat 137b is attached to the membrane 137 with a metal fitting 137a, and a spring 140 is provided in the chamber 139a to push the membrane 137 to the right in the figure. Engine intake pipe negative pressure is introduced into the chamber 139a from the port 142, while the chamber 139b is introduced from the port 138.
is open to the atmosphere. Negative pressure diaphragm 14
A rod 141 passing through the spring seat 134 is provided between the membrane 137 of No. 3 and the spool 132, so as to apply a rightward pressing force to the spool 132. This pressing force increases as the engine intake pipe negative pressure decreases. That is, when the engine intake pipe negative pressure is small (close to atmospheric pressure), the differential pressure between chambers 139a and 139b is small, and the leftward force exerted by the differential pressure on membrane 137 is small. force is applied to the spool 132 via the rod 141.
given to. Conversely, when the negative pressure in the engine intake pipe is large, the leftward force exerted on the membrane 137 by the differential pressure between the chambers 139a and 139b becomes large, and the rightward force of the spring 140 is reduced, so that it acts on the spool 132. The force becomes smaller. Port 118d of line pressure regulating valve 102
, 118f and 118g have oil passages 116 as described above.
Although the discharge pressure of the oil pump 80 is supplied, an orifice 149 is provided at the inlet of the port 118g. Ports 118a, 118c and 118h are always drained, port 118e is connected by oil line 144 to torque converter inlet port 146 and lock-up valve bows 150c and 150d, and port 118b is connected by oil line 148 to lock-up valve 108. 108 and the lock-up clutch oil chamber 14. Note that an orifice 145 is provided in the oil passage 144 to prevent excessive pressure from acting inside the torque converter 12. As a result, the force of the spring 133, the force of the negative pressure diaphragm 143 transmitted via the rod 141, and the hydraulic pressure of the port 118b are applied to the spool 132 of the line pressure regulating valve 102.
Three rightward forces called force acting on the left end surface of 2a,
Although a leftward force of oil pressure (line pressure) of port 11gg acts on the difference in area between lands 132c and 132d, the spool 132 is affected by the amount of oil leaking from ports 118f and 118d to ports 118e and 118c. (first leakage from port 118f to 118e, and if this cannot be adjusted alone, leakage is caused to flow from 118d to port 118c), and the line pressure is controlled so that the force in the left and right direction is always balanced.

Therefore, the lower the engine intake pipe negative pressure, the higher the line pressure, and the higher the hydraulic pressure of the bow 118b (this hydraulic pressure is the same as the hydraulic pressure of the lock-up clutch oil chamber 14), the higher the line pressure (in this case, as described below). torque converter 12 is in a non-lockup state). The reason for adjusting the line pressure in this way is that the lower the negative pressure in the engine intake pipe, the higher the engine output torque, so the oil pressure is increased to increase the belt pressing force on the pulley and increase the power transmission torque due to friction. Also, in the state before lock-up, the torque converter 12 has a torque increasing effect, so the hydraulic pressure is increased accordingly to increase the transmitted torque.

The speed change control valve 106 has five ports 122a and 122b.
, 122c, 122d and 122e.
and four lands 152a corresponding to this valve hole 122,
Spool 15 with 152b, 152C and 152d
It consists of 2. As mentioned above, the center bow) 122c communicates with the oil passage l16 and is supplied with line pressure.
The left and right lands 122b and 122d communicate with the drive pulley cylinder chamber 28 of the drive pulley 24 and the driven pulley cylinder chamber 44 of the driven pulley 34 via oil passages 154 and 156, respectively. bow at both ends) 122a and 1
22e are both drained. The left end of the spool 152 is connected to a substantially central portion of a lever 160 of a shift operation mechanism 112, which will be described later. The axial lengths of lands 152b and 152c are somewhat smaller than the widths of ports 122b and 122d, and the distance between lands 152b and 152a is approximately equal to the distance between ports 122b and 122d. Therefore, the line pressure supplied from the port 122c to the oil chamber between the lands 152b and 152a passes through the gap between the land 152b and the port 122b to the oil passage 1.
54, but part of it is drained from the other gap between the land 152b and the port 122b, so the pressure in the oil passage 154 is determined by the ratio of the areas of the two gaps. Similarly, the pressure in the oil passage 156 is determined by the area ratio of the gaps on both sides of the land 152C and the port 122d. Therefore, spool 1
52 is in the center position, the relationship between the land 152b and the port 122b and the relationship between the land 152c and the port 12
Since the relationship with 2d is the same, the oil passage 154 and the oil passage 156 have the same pressure. As the spool 152 moves to the left, the clearance on the line pressure side of the port 122b becomes larger and the clearance on the retrain side becomes smaller, so the pressure in the oil passage 154 gradually increases, and conversely, the pressure in the oil passage 154 gradually increases.
The clearance on the line pressure side of 2d becomes smaller, the clearance on the drain side becomes larger, and the pressure in the oil passage 156 gradually decreases. Therefore, the pressure in the driving pulley cylinder chamber 28 of the driving pulley 24 becomes high and the width of the V-shaped pulley groove becomes small, while the driven pulley cylinder chamber 4 of the driven pulley 34
4 pressure becomes lower and the width of the V-shaped pulley groove becomes larger, so the belt contact radius of the drive pulley 24 becomes larger, and the belt contact radius of the driven pulley 34 becomes smaller, so the gear ratio becomes smaller. Conversely, when the spool 152 is moved to the right, the gear ratio increases due to the opposite effect.

As described above, the lever 160 of the speed change operation mechanism 112 is connected to the spool 152 of the speed change control valve 106 at approximately the center thereof.
One end thereof is engaged with an annular groove 30a provided on the outer periphery of the movable conical plate 30 of the drive pulley 24, and the other end is coupled to the sleeve 162 with a pin. The sleeve 162 has an internal thread and is connected to the variable speed motor 1.
10 through gears 164 and 166. is engaged with the screw of In such a speed change operation mechanism 112, the speed change motor 110
When the sleeve 162 is moved, for example, to the left by rotating the shaft 168 in one direction via the gears 164 and 166, the shaft 160 is connected to the annular groove 30a of the movable conical plate 30 of the drive pulley 24. The lever 160 rotates clockwise around the engaging portion of the lever 160 to move the spool 152 of the speed change control valve 106 connected to the lever 160 to the left. As a result, as described above, the movable conical plate 30 of the first driving pulley 24 moves to the right, the V-shaped pulley groove interval of the driving pulley 24 becomes smaller, and at the same time, the V-shaped groove interval of the driven pulley 34 decreases. becomes larger, and the gear ratio becomes smaller.

One end of the lever 160 is connected to the annular groove 30 of the movable conical plate 30.
a, so when the movable conical plate 30 moves to the right, the sleeve 16 at the other end of the lever 160
The lever 160 rotates clockwise using the engagement portion with the lever 2 as a fulcrum. Therefore, the spool 152 is pushed back to the right, and the drive pulley 24 and the driven pulley 34 are brought into a state with a large gear ratio. Through such operations, the spool 152, drive pulley 24, and driven pulley 34 are
The speed change ratio is stabilized at a predetermined speed ratio depending on the rotational position of the speed change motor 110. The same applies when the speed change motor 110 is rotated in the opposite direction (note that when the sleeve 162 moves to the far right in the figure, the speed change reference switch 240 is activated, but this will be described later).

Therefore, when the speed change motor 110 is operated according to a predetermined speed change pattern, the speed change ratio changes accordingly, and by controlling the speed change motor 110, the speed change of the continuously variable transmission can be controlled.

The rotational position of the variable speed motor (the term "step motor" will be used in the description of the embodiment below) 110 is determined in response to a pulse number signal sent from the variable speed control device 300. 110 and the shift control device 300 will be described later.

The lock-up valve 108 has four ports 150a, 15
A valve hole 150 having holes 0b, 150c and 150d, and two lands 170a and 17 corresponding to this valve hole 150.
It consists of a spool 170 having a bow 150d, a spring 172 that presses the spool 170 to the right, and a lock-up solenoid 200 provided in an oil passage communicating with the bow 150d. Port 150a is drained;
Further, the bow 150b is communicated with the bow 118b of the line pressure regulating valve 102 and the lock-up clutch oil chamber 14 in the torque converter 12 through an oil passage 148. The ports 150c and 150d are connected to the oil passage 144, and an orifice 201 is provided in a portion of the oil passage 144 close to the port 150d.
A branch oil passage 207 is provided in a portion between and the orifice 201. The branch oil passage 207 is opened through an orifice 203, and the opening is closed and opened according to whether the lock-up solenoid 200 is turned on or off. The cross-sectional area of orifice 203 is larger than that of orifice 201. When the lock-up solenoid 200 is on, the branch oil passage 207
Since the opening of the spool 150d is closed, the same hydraulic pressure as that supplied to the torque converter inlet port 146 is supplied from the oil passage 144 to the spool 150d.
70 is pushed to the left against the force of the spring 172. In this state, port 150C is connected to land 1.
70b and port 150b is drained to port 150a. Therefore, the lock-up clutch oil chamber 14 connected to the bow 150b via the oil passage 148 is drained, and the lock-up clutch 10 is brought into the engaged state by the pressure inside the torque converter 12, and has the same function as a torque converter. It is considered to be in a lock-up state. Conversely, when the lock-up solenoid 200 is turned off, the opening of the branch oil passage 207 is opened, so the oil pressure of the port 150d decreases (note that the oil pressure decreases only at the orifice 201 and bow).
0d, and the oil pressure in other parts of the oil passage 144 does not drop because of the orifice 20.1)
, the force pushing the spool 170 to the left disappears, and the spool 170 moves to the right due to the force of the spring 172 in the right direction, so that the port 150b and the bow 150c communicate with each other. Therefore, the oil passage 148 and the oil passage 144 are connected, and the same oil pressure as the oil pressure of the torque converter inlet port 146 is supplied to the lock-up clutch oil chamber 14, so that the oil pressure on both sides of the lock-up clutch 10 becomes equal. , the lock-up clutch lO is released. Note that orifices 174 and 178 are provided at the inlet of port 150c and the drain oil passage of port 150a, respectively. The orifice 178 is for preventing the oil pressure in the lock-up clutch oil chamber 14 from being drained suddenly and reducing the shock at the time of lock-up.
On the other hand, the orifice 174 of the oil passage 144 is used to gradually supply hydraulic pressure to the lock-up oil chamber 14 to reduce shock when the lock-up is released.

Torque converter outlet port 180 is oil path 1
82, but there is a pole 184 in the oil passage 182.
A relief valve 188 consisting of a spring 186 and a spring 186 is provided to maintain a constant pressure within the torque converter 12. The oil downstream of the relief valve 188 is in the oil path 19.
0 to an oil cooler and a lubrication circuit (not shown), and is finally drained, excess oil is drained from another relief valve 192, and the drained oil is finally returned to the tank 114. It will be done.

Next, the speed change control device 300 that controls the operation of the step motor 110 and the lock 7 pump solenoid 200 will be explained.

As shown in FIG. 4, the shift control device 300 includes an engine rotation speed sensor 301, a vehicle speed sensor 302. Throttle opening sensor (or intake pipe negative pressure sensor) 303
．． Electric signals from a shift position switch 304, a shift reference switch 240, an engine coolant temperature sensor 306, and a brake sensor 307 are input. An engine rotation speed sensor 301 detects the engine rotation speed from the ignition pulse of the engine, and a vehicle speed sensor 302 detects the vehicle speed from the rotation of the output shaft of the continuously variable transmission. A throttle opening sensor (or intake pipe negative pressure sensor) 303 detects the throttle opening of the engine as a voltage signal (in the case of an intake pipe negative pressure sensor, the intake pipe negative pressure is detected as a voltage signal). The shift position switch f304 has the above-mentioned manual valve 104 set to P, R, N.
, D, and L.

The shift reference switch 240 is connected to the shift operation mechanism 112 described above.
This switch is turned on when the sleeve 162 of the gear ratio is at the highest position. Engine coolant temperature sensor 306 detects the temperature of engine coolant as a voltage. Brake sensor 307 detects whether the vehicle's brakes are being used. Signals from the engine speed sensor 301 and vehicle speed sensor 302 are sent to the input interface 311 through waveform shapers 308 and 309, respectively, and the throttle opening sensor (
The voltage signals from the intake pipe negative pressure sensor) 303 and the engine coolant temperature sensor 306 are respectively sent to the AD converter 3.
10 and 341 convert four digital signals and send them to the input interface 311. Gear shift control device 3
00 includes an input interface 311, a CPU (central processing unit) 313, a reference pulse generator 312, and a ROM (
read-only memory) 314, RAM (random access memory) 315, and output interface 316
These are connected by an address bus 319 and a data bus 320. Reference pulse generator 312 generates reference pulses that operate CPU 313. The ROM 314 stores programs for controlling the step motor 110 and the lock-up solenoid 200, and data necessary for the control.

The RAM 315 temporarily stores information from each sensor and switch, parameters necessary for control, and the like. The output signals from the speed change control device 300 are sent to amplifiers 31, respectively.
7 and 318 to the step motor 110 and lock-up solenoid 200.

Next, specific details of the control of the step motor 110 and the lock-up solenoid 200 performed by the speed change control device 300 will be explained.

The control is broadly divided into a lock-up solenoid control routine 500 and a step motor control routine 700.

First, control of the lock-up solenoid 200 will be explained. A lock-up solenoid control routine 500 is shown in FIG. This lock-the-solenoid control routine 500' is performed at regular intervals (i.e.,
The following routine is executed repeatedly within a short period of time). First, the throttle opening TH is read from the throttle opening sensor 303 (step 501), and the vehicle speed V is read from the vehicle speed sensor 302 (step 503).
Then, the shift position is read from the shift position switch 304 (step 505). Next, it is determined whether the shift position is in the P, N, or H position (507), and if the shift position is in the P, N, or R position, the lock-up solenoid 2-00 is activated. 567) and transfer the signal to the RAM.
315 (step 569), completes one routine, and returns. That is, in the P, N, and R ranges, the torque converter 12 is always in a non-lockup state. If the result of the shift position determination in step 507 is either D or L, the lock-up solenoid operating state data (driven or not driven) in the previous routine is read from the corresponding address in the RAM 315 (step 509); It is determined whether or not the lock-up solenoid 200 was driven (on) in the previous routine (511). If the lock-up solenoid 200 was not driven (off) in the previous routine, the lock-up solenoid 200 is Control data regarding the vehicle speed to be driven (lock-up-on vehicle speed V ON ) is searched (520). Details of this data search routine 520 are shown in FIGS. 6 and 7. As shown in FIG. 6, the lock-up-on vehicle speed VON is stored in the ROM 314 in correspondence with each throttle opening. In the data search routine 520, first, the comparison reference throttle opening degree TH is set to 0 (that is, the idle state) (521), and the corresponding address 1 of the ROM 314 is set to the count 11 (522). Next, the actual throttle opening TH and the comparison reference throttle opening TH" are compared (523). If the actual throttle opening TH is smaller than or equal to the comparison reference throttle opening TH",
The address of the ROM 314 in which the lock-up on vehicle speed data vLIN corresponding to the actual throttle opening TH is stored is given by the count i1, and the value of the lock-up on vehicle speed data VON+ at the address of the count 11 is read out (526 ). Conversely, if the actual throttle opening TH is larger than the comparison reference throttle opening TH vehicle, a predetermined increment ΔTH'' is added to the comparison reference throttle TH0.
), the count i is also added by a predetermined increment Δi (525)
. Thereafter, the process returns to step 523 and the actual throttle opening TH is compared with the comparison reference throttle opening TH1'. By repeating this series of processes (523, 524 and 525) several times, the count i of the address of the ROM 314 where the lock-up on vehicle speed data VON corresponding to the actual throttle opening TH is stored can be obtained. . In this way, the lock-up on vehicle speed data VON corresponding to address i is read out, and the process returns.

Next, compare the lock-up-on vehicle speed VON read as described above with the actual vehicle speed V (see 561), and if the actual vehicle speed is greater than the lock-up-on vehicle speed data VON, the lock-up In the opposite case, the lock-up solenoid 2 is activated.
00 to non-drive (567), its operating state data (
(driving or non-driving) is stored in the RAM 315 (same 569).
, will be returned.

In step 511, if the lock-up solenoid 200 was not driven in the previous routine, a routine (step 540) is performed to search for vehicle speed data VOFF (lock-up off vehicle speed) at which lock-up should be released. This data search routine 540 is a data search routine 52 that searches for lock-up on vehicle speed data VON.
Since it is basically the same as 0 (the only difference is the input data as shown below), the explanation will be omitted.

Note that the lock-up-on vehicle speed data VON and the lock-up-off vehicle speed data VQff have a relationship as shown in FIG. That is, V ON > V OFF
This is given by the hysteresis. This prevents the lock-up solenoid 200 from hunting.

Next, the lock-up-off vehicle speed data V att retrieved in step 540 as described above is compared with the actual vehicle speed (step 565), and if the actual vehicle speed V is large, the lock-up solenoid 200 is not driven. 563
), in the opposite case, the output solenoid 200 is set to a non-driving state (567), and its operating state data is set to R.
The data is stored in the AM 315, the process is completed, and the process returns.

As a result, in the D and L ranges, the torque converter 12 is in the lock-up state at a vehicle speed equal to or higher than the lock-up on vehicle speed VON, and the torque converter 12 is in the lock-up state at a vehicle speed equal to or higher than the lock-up on vehicle speed VON. .

At vehicle speeds below the off-vehicle speed VOFF, the lock-up state is reached.

Next, a control routine 700 for the step motor 110 will be explained. A step motor control routine 700 is shown in FIG. This step motor control routine 700 is executed at regular intervals (that is, the following routine is repeatedly executed within a short period of time). First, step 569 of the lockup solenoid control routine 500 described above.
The lock-up solenoid operating state data stored in is retrieved (698), and its state is determined (
699), if the lock-up solenoid 200 is driven, the routine from step 701 onward is started, and conversely, when the lock-up solenoid 200 is not driven, the steps from step 713 onward, which will be described later, are started. (In this case, control is performed so that the gear ratio is maximized as described later. In other words, in the non-lockup state, the gear ratio is always controlled to be the maximum gear ratio.)

When the lock-up solenoid 200 is activated,
First, the throttle opening is read from the throttle opening sensor 303 (701), and the vehicle speed V is read from the vehicle speed sensor 302.
(703) and shift position switch 3
The shift position is read from 04 (705), then the actual engine coolant temperature TW is read from the engine coolant temperature sensor 306 (802), and this actual water temperature T is read.
(803) to determine whether W is less than a predetermined value TWo;
If it is less than TWo, the difference between the predetermined value TWo and the actual water temperature TW is multiplied by a predetermined coefficient to calculate the throttle opening correction amount CTW1.
In the next step 805, the corrected throttle opening degree CTH is determined by adding the throttle opening correction amount CTW to the throttle opening degree TH. If the actual water temperature TW is larger than the predetermined value TWo in step 803, the corrected throttle opening degree CTH is set as the throttle opening degree TH.
06). The relationship between the corrected throttle opening degree CTH obtained in this way and the throttle opening degree TH is illustrated in FIG. 22. In other words, when TW≧TWo, TH=CTH as shown by line A, and as T W < TWo, CT becomes larger for TH as shown by lines B and C.
H becomes larger. For example, when TWo=60°C, the A line corresponds to 60°C or higher, the B line corresponds to 35°C, and the C line corresponds to 10°C. Next, it is determined whether the shift position is at the D position (707), and if the shift position is at the D position, a D range shift pattern search routine (720) is executed.

The D range shift pattern search routine 720 is executed as shown in FIG. Furthermore, step motor pulse number data ND for the D range shift pattern is stored in the ROM 314 as shown in FIG. That is, R.O.
The vehicle speed is arranged in the horizontal direction of the M314, and the throttle opening is arranged in the vertical direction (vehicle speed increases as you go to the right, and throttle opening increases as you go downwards). ). In the D range shift pattern search routine 720, first, the comparison reference throttle opening TH' is set to O (that is, the idle state) (721), and the pulse number data when the throttle opening is 0 is stored. Address J of ROM314
Set + to the count j (722). Next, the corrected throttle opening degree CTH is compared with the comparison reference throttle opening degree TH' (723), and the corrected throttle opening degree CT)(
is larger, the comparison reference throttle opening TH'
A predetermined increment ΔTH' is added to (724), and a predetermined increment Δj is added to the count j (725). After this, the corrected throttle opening degree CTH and the comparison reference throttle opening degree TH' are compared again (723). If the corrected throttle opening degree CTH is larger, the above-mentioned steps 724 and 725 are performed, and then step 723) is performed again. Execute 723.

This series of processing (steps 723, 724 and 7
25) is performed to obtain a count j corresponding to the corrected throttle opening degree CTH at the time when the corrected throttle opening degree CTH becomes smaller than the comparison reference throttle opening degree TH'. Next, the same processing as above (steps 726, 727, 728, 729 and 730) is performed for the vehicle speed (2). As a result, a count k corresponding to the actual vehicle speed V is obtained. Next, add the coefficients j and k obtained in this way (731), corrected throttle opening CTH, and vehicle speed V.
The address corresponding to is obtained and the ROM 31 shown in FIG.
Step motor pulse number data ND is read from the corresponding address of No. 4 (732). The number of pulses ND thus read indicates the target number of pulses to be set at the corrected throttle opening CTH and vehicle speed V. This pulse number NO is read, the D range shift pattern search routine 720 is completed, and the process returns.

In step 707 shown in FIG. 9, if it is not in the D range, it is determined whether it is in the L range or not.
), if it is in the L range, the L range shift pattern search routine is searched (740). The L range shift pattern search routine 740 has basically the same configuration as the D range shift pattern search routine 720.
The only difference is that the step motor pulse number data NL stored in 14 is different from the pulse number data No. for the D range (the difference between the pulse number data N and NL will be described later). Therefore, detailed explanation will be omitted.

If it is not the L range in step 709, it is determined whether it is in the R range (step 711), and if it is in the R range, the R range shift pattern search routine 76
Execute 0. This R range shift pattern search routine 760 is also similar to the D range shift pattern search routine 720, except that the pulse number data N is different.
A detailed explanation will be omitted.

As described above, in step 720.74.0 or 760, after searching for the target step motor pulse number data ND, NL or NR, depending on the shift position, the signal of the shift reference switch 240 is read ( 778), and it is determined whether the shift reference switch 240 is in the on or off state (779). When the shift reference switch 240 is in the off state, the RAM3
The current step motor pulse number N stored in 15 is read out (781). This number of pulses NA is the number of pulses generated by the speed change control device 300 as a signal for driving the step motor 110, and when there is no electrical noise etc., the actual number of pulses of the step motor 110 is The rotational position always corresponds to l to l. If the shift reference switch 240 is in the ON state in step 779, the current pulse number N of the step motor 110 is set to O (step 780).
2 is set to be in the on state when it is at the maximum gear ratio position. That is, when the speed change reference switch 240 is on, the actual rotational position of the step motor 110 is at the maximum speed ratio position. Therefore, by setting the pulse number NA to 0 when the speed change reference switch 240 is on, the pulse number NA will always be 0 when the step motor 110 is at the maximum speed ratio position. By correcting the number of pulses N to 0 at the maximum gear ratio position in this way, it is possible to correct the difference between the actual rotational position of the step motor 110 and the number of pulses N due to electrical noise or the like. can be matched with each other. Therefore, the problem that electrical noise accumulates and the actual rotational position of the step motor 110 does not correspond to the pulse number NA does not occur. Next, in step 783, the searched target pulse number ND, NL, or NR is compared with the actual pulse number N.

Actual pulse number NA and target pulse number No, NL or N,
If they are equal, the target pulse number N. , NL or NR
It is determined whether (=pulse number NA) is O (785). If the target pulse number ND, NL or NR is not 0, that is, if the gear ratio is not in the largest state,
The same step motor drive signal as in the previous routine (811) is output (described later), and the routine returns. When the target pulse number ND, NL or NR is O, the data of the speed change reference switch 240 is read (713), and processing is performed according to the on/off state (713).
15). When the speed change reference switch 240 is on, the actual pulse number NA is set to O (717), and the step motor timer value T, which will be described later, is set to 0 (718), the same as the previous routine corresponding to the pulse number O. The step motor drive signal is output (811). If the shift reference switch 240 is off in step 715, steps from step 801 to be described later are executed.

Next, in step 783, if the actual number of pulses N is smaller than the target number of pulses ND, NL, or N, it is necessary to drive the step motor 110 in the direction of increasing the number of pulses. First, it is determined whether the timer value T in the previous routine is negative or 0 (787), and if the timer value T is positive, a predetermined subtraction value Δ is determined from the timer value T.
Subtract T and set this as a new timer value T (789), output the same step motor drive signal as in the previous routine (811), and return.

This step 789 is repeatedly executed until the timer value T becomes 0 or negative. When the timer value T becomes 0 or negative, that is, when a certain period of time has elapsed, the drive signal of the step motor 110 is changed to 1 in the upshift direction as described later.
(791), set the timer value T to a predetermined positive value T1 (793), add the current number of pulses NA of the step motor by 1 (795), and move in the upshift direction. The step motor drive signal that has been moved by one step is output (811) and the process returns. This causes the step motor 110 to rotate by one unit in the upshift direction.

If the current step motor pulse number N is greater than the target pulse number No, NL or NR in step 783, it is determined whether the timer value T is O or negative (801), and the timer value T is positive. In this case, the predetermined subtraction value ΔT is subtracted to set the timer value T (803), and the same step motor drive signal as in the previous routine is output (811).
), return. By repeating this, the subtraction value ΔT is repeatedly subtracted from the timer value T, so that after a certain period of time, the timer value T becomes 0 or negative. When the timer value T becomes 0 or negative, the step motor drive signal is moved one step in the downshift direction (805).

Also, the timer value T should be set to a predetermined positive value Tl.
07), reduce the current number of step motor pulses NA by 1 (809) and output a step motor drive signal shifted by one step in the downshift direction (811),
Return. This allows the step motor l'l
O is rotated one unit in the downshift direction.

Here, the drive signal for the step motor will be explained. FIG. 12 shows the drive signal for the step motor. Four output lines 317 wired to the step motor 110
a, 317b, 317C, and 317d (see Figure 4) have four AND signal combinations, A-B→C
When a drive signal such as -+D+A is applied, the step motor 110 rotates in the upshift direction, and vice versa.
→When a drive signal is applied like A-D, the step motor 110 rotates in the downshift direction. Therefore, if the four drive signals are arranged as shown in FIG.
Driving (upshifting) -+B-C-+D is the same as moving the signal to the left in FIG. In this case, the signal of bit3 is moved to bitO. Conversely, in Fig. 12, driving (downshift) of DCB-A
13 corresponds to moving the signal to the right in FIG. In this case, the bito signal is bit3
will be moved to.

Output lines 317a, 317b, 317 during upshift
The states of the signals at c and 317d are shown in FIG.
Here, the time in each state of A, B, C, and D is the timer value TI specified in step 793 or 807.

As mentioned above, if the actual number of pulses (i.e., actual gear ratio) is smaller than the target number of pulses (i.e., target gear ratio), the step motor drive signal is moved to the left (791). , functions as a signal for rotating the step motor 110 in the upshift direction. Conversely, if the actual gear ratio is larger than the target gear ratio, the step motor drive signal is moved to the right (8°5
), it functions as a signal for rotating the step motor 110 in the downshift direction. Further, when the actual speed ratio matches the target speed ratio, the drive signal in the previous state is outputted without moving in either the left or right direction. In this case, the step motor 110 does not rotate and no gear change is performed, so the gear ratio is held constant.

In step 711 (FIG. 9) described above, if it is not in the N range, that is, if it is in the P or N range, steps from step 713 are executed. That is, the operating state of the shift reference switch 240 is read (see 713).
), to determine whether the speed change reference switch 240 is on or off (715), if the speed change reference switch is in the on state, set the actual pulse number NA indicating the actual number of pulses of the step motor to O. 717) Also, set the step motor timer value T to 0 (718). Next, the step motor drive signal in the same state as in the previous routine is outputted (811), and the routine returns. If the shift reference switch 240 is in the OFF state in step 715, the steps from step 801 described above are executed.

That is, step motor 110 is rotated in the downshift direction. Therefore, in the P and N ranges, the gear ratio is the largest.

Next, a method of controlling the gear ratio of the continuously variable transmission along the minimum fuel consumption rate curve of the engine in the D range will be described.

An example of an engine performance curve is shown in FIG.

In Fig. 15, the horizontal axis represents the engine speed and the vertical axis represents the engine torque, and the relationship between the two at each throttle opening and the equal fuel consumption curve PCI-FC8 (in this order, the fuel consumption rate decreases) are shown. . Curve G in the figure is a minimum fuel consumption rate curve, and if the engine is operated along this curve G, the most efficient operating state can be obtained. In order to control the continuously variable transmission so that the engine is always operated along the minimum fuel consumption rate curve G of the engine, the number of pulses ND of the step motor 110 is determined as follows.

First, FIG. 16 shows the minimum fuel consumption rate curve G as a function of throttle opening and engine speed. That is, the engine rotation speed is uniquely determined by the throttle opening. For example, throttle opening 40''
In this case, the engine rotation speed is 3000 rpm.

In addition, in Fig. 16, the minimum engine speed at low throttle opening (approximately 20 degrees or less) is 1100 Orp, which is because the continuously variable transmission cannot operate at engine speeds below this when the lock-up clutch is engaged. This is because the drive system generates resonance with engine vibration. In the case of engine rotational speed N and vehicle speed V, the gear ratio S is given by S=(N/V). However, k is a constant determined by the final reduction ratio, tire radius, etc. Here, if the engine rotation speed in FIG. 16 is converted to vehicle speed and illustrated, the 17th
It will look like the figure. Even if the engine rotational speed is the same, the vehicle speed will be different if the gear ratio is different, so in the diagram of FIG. 17, the vehicle speed has a constant range. That is, the case where the gear ratio is the largest (gear ratio a) is shown by the line 1a, and the case where the gear ratio is the smallest (gear ratio C) is shown! ! (The case of intermediate gear ratio is shown by line i).
For example, when the throttle opening is 40'', the vehicle can travel at a speed between about 25-m/h and about 77 km/h. If the control is in the region of 1c, control is performed along the line Jla, and if the control is in the region on the higher speed side than the line 1c, the control is performed along the line M.
Control is performed along e. On the other hand, the speed change operation mechanism 11
There is a certain relationship between the position of the second sleeve 162 and the gear ratio. That is, there is a relationship as shown in FIG. 18 between the number of pulses applied to the step motor 110 (that is, the rotational position of the step motor 110) and the speed ratio. Therefore, the speed ratio (a, b, c, etc.) in FIG. 17 can be converted into the number of pulses based on FIG. 18. A diagram obtained by converting the number of pulses in this way is shown in FIG. In addition, if the lock-up clutch on and off lines in FIG. 8 mentioned above are also drawn in FIG. 19 at the same time, the lock-up clutch on and off lines will be at the maximum gear ratio a, as shown.
It is on the lower vehicle speed side than the control line.

When the continuously variable transmission is controlled according to the shift pattern shown in FIG. 19, the following results occur. At the time of starting, the continuously variable transmission is controlled to the maximum gear ratio position because the vehicle speed is low, and the torque converter 12 is in a non-lockup state. Therefore, a strong driving force necessary for starting the vehicle can be obtained. When the vehicle speed exceeds the lock-up line, the lock-up clutch 10 of the torque converter 12 is engaged, and the torque converter 1
2 is in a lockup state. The vehicle speed further increases and the line U
Beyond a, the gear ratio changes steplessly between a and c along the minimum fuel consumption rate curve of the engine. For example, if the throttle opening is increased from a state in which the vehicle is running at a constant speed and a constant throttle opening in the region between line fLa and 0, the throttle and throttle opening will change, so the target engine speed to be controlled will also change. , the target number of pulses of the step motor corresponding to the target engine rotation speed is determined based on the relationship shown in FIG. 16, regardless of the actual engine rotation speed. The step motor 110 immediately rotates to the target position in accordance with the given target number of pulses, a predetermined gear ratio is achieved, and the actual engine rotation speed matches the target engine rotation speed 1. The pulse number of the pump motor is the minimum fuel consumption rate curve G of the engine.
Therefore, the engine is controlled along the curve G shown here. In this way, since the speed ratio is uniquely determined by the number of pulses of the step motor, the speed ratio can be controlled by controlling the number of pulses.

Note that in the above explanation, the engine cooling water temperature TW is a predetermined value T.
When higher than Wo (i.e., actual throttle opening TH
= corrected throttle opening CTH) When T W < T W o, actual throttle opening TH < corrected throttle opening CTH1, and the shift pattern is based on this corrected throttle opening CTH. A search will be performed. The D, L, and R shift patterns are set so that at the same vehicle speed, the larger the throttle opening, the larger the gear ratio.
When the engine cooling water temperature is low, a correspondingly large gear ratio can be obtained. This increases the engine speed, making it possible to solve problems such as vibrations and power shortages caused by engine malfunctions caused by engine start special numbers.

In the above embodiment, the throttle opening signal is corrected to be linearly proportional to the difference between the engine cooling water temperature and the predetermined temperature, but it may be corrected to have a quadratic function or other relationship. Further, the slot and torque opening signals may be always corrected by a certain amount at temperatures below a predetermined temperature.

In addition, in the embodiment described above, the engine's intake pipe negative pressure or the fuel injection amount is used for control based on the throttle opening of the engine (even if the minimum fuel consumption rate curve G is 20 and 21). It is clear that a similar number and control can be carried out.

The above is an explanation of the shift turn in the D range, but for the L and R ranges, a shift pattern different from that of the D range may be input as data. For example, L
In range, the shift pattern is such that the gear ratio is larger than the shift turn in D range for the same throttle and throttle opening, improving acceleration performance and reducing throttle opening to 0.
To obtain suitable engine braking performance in the 0 condition. Further, in the R range, a shift pattern with a larger gear ratio is used than in the L range. Such a shift pattern can be easily obtained by inputting predetermined data. Further, the basic operation of the control is the same as in the case of the D range. Therefore, a description of the effects in the L and R ranges will be omitted.

Next, the brake sensor 307 shown in FIG. 4 will be briefly explained.

The brake sensor 307 is turned on when the foot brake is operated, and is used for, for example, the following control. That is, when the brake sensor 307 is on and the throttle opening is 0, the shift pattern in the D range is switched to the shift pattern on the larger gear ratio side. Therefore, if you step on the brake while driving in D range, you can get powerful engine braking.

Next, a second embodiment shown in FIG. 23 will be described.

This embodiment is based on step 8 of the first embodiment shown in FIG.
03→707 is replaced as shown in FIG. 23, and by modifying the vehicle speed signal, the same operation and effect as in the first embodiment can be obtained.

After step 705, the actual engine cooling water temperature TW is first read from the engine cooling water temperature sensor 306 (802), and it is determined whether this actual water temperature TW is less than a predetermined value TWo (803), and if it is less than TWo, the predetermined value is determined. TWo
The vehicle speed correction amount CTW2 is determined by multiplying the difference between and the actual water temperature TW by a predetermined coefficient by 2 (901), and in the next step 902, the vehicle speed correction amount CTW is subtracted from the vehicle speed V to obtain the corrected vehicle speed Cv. Next, in order to avoid the corrected vehicle speed Cv from becoming negative, it is determined whether the corrected vehicle speed Cv is positive or not.
), if the corrected vehicle speed C■ is negative, set it to Cvt-O (same 904)
If is larger than the predetermined value TWo, the corrected vehicle speed CV is set as is the actual vehicle speed V (905). The relationship between the corrected vehicle speed CV obtained in this manner and the actual vehicle speed V is illustrated in FIG. 24. That is, when TW≧TWo, V=CV as shown by line A, and as T W <T Wo becomes, Cv becomes smaller with respect to V as shown by lines B and C. For example, if TWo=60℃, A
The relationship is such that the line corresponds to 60°C or higher, the B line corresponds to 35°C, and the C line corresponds to 10°C. After such processing, the steps following step 707 are executed.

Each gear shift pattern is set so that the lower the vehicle speed is, the greater the gear ratio is obtained at the same throttle opening, so when the engine coolant temperature is low and the search is performed based on the vehicle speed that has been corrected to a smaller value, 1. It is possible to obtain a larger gear ratio than in the normal case.

In the above embodiment, the vehicle speed signal is modified to be linearly proportional to the difference between the engine cooling water temperature and the predetermined temperature, but it may also be modified to have a quadratic function or other relationship. In the following, the vehicle speed signal may be always modified by a fixed amount.

Next, a third embodiment shown in FIG. 25 will be described.

This embodiment is based on step 7 of the first embodiment shown in FIG.
05→778 as shown in FIG. 25, and by directly modifying the step motor pulse number signal, the same effect as in the first embodiment can be obtained.

After step 705, the actual engine coolant temperature TW is first read from the engine coolant temperature sensor 306 (step 802), and then the actual engine coolant temperature TW is read according to each of the L and H ranges.
, performs a pattern search for H (707,
709, 711. 720, 740.7
60). Next, the actual water temperature Tw becomes a predetermined value Tw.

If it is less than or equal to TWO, the pulse number correction amount CTw3 is calculated by multiplying the difference between the predetermined value TWo and the actual water temperature TW by a predetermined coefficient by 3 (same 1002);
The corrected pulse number data CND, C is obtained by subtracting the pulse number correction amount CT W ] from the retrieved pulse number NO, NL or NR (only No is shown in Figure 25).
Find NL or CNR (1003). Next, in order to prevent the corrected pulse number data CNo, CNL or cNR from becoming negative, the corrected pulse number data CNo, CNL
or CN is positive or not (1004), and if the corrected pulse data is negative, set it to 0 (1004).
6) In step 1001, the actual water temperature TW is set to a predetermined value T.
If it is larger than Wo, the corrected pulse number CND, CNL
Or CN.

Set as the actual pulse number ND, NL or N (
1005), and the relationship between the modified pulse number CND obtained in this manner and the actual pulse number ND is illustrated in FIG. 26. In other words, when TW≧TWo, as shown by line A, N (1=CNo), and as T W < T Wo, CND becomes smaller for NO as shown by lines B and C.
is getting smaller. For example, if TWo=60℃, line A corresponds to 60℃ or higher, line B corresponds to 35℃,
The relationship is such that line C corresponds to 10°C. After such processing, the steps following step 778 are executed.

In this embodiment as well, when the engine cooling water temperature is low, the target pulse number data becomes smaller than in the normal case, so the gear ratio becomes larger than in the normal case, and the same operation and effect as in the above-mentioned embodiment can be obtained. It will be done.

Next, a fourth embodiment shown as ◆ in FIG. 27 will be described.

In this embodiment, steps 705→778 shown in FIG. 9 are replaced as shown in FIG. 27, and by searching for a corrected shift pattern when the engine coolant temperature is low, the first embodiment is It is intended to obtain the same action and effect as.

After step 705, the actual engine coolant temperature TW is first read from the engine coolant temperature sensor 306 (802), and then it is determined whether it is in the D range (707). value TWo
If it is less than or equal to TWo, search for a corrected shift pattern (see 1102).
), and if it is larger than TWo, a normal D range shift pattern is searched (720). Next, the step motor 778 and subsequent steps are executed.

As the corrected shift pattern, a pattern in which the gear ratio is larger than the D range shift pattern is set. In this embodiment as well, the gear ratio increases when the engine coolant temperature is low, and the same effect as in the previous embodiment is obtained.・It is clear that effects can be obtained.

As explained above, according to the present invention, the distance between the V-shaped grooves of the drive pulley and the driven pulley, each of which has a built-in cylinder chamber, is controlled by a speed change control valve that controls the hydraulic pressure supplied to each cylinder chamber, thereby controlling the speed change ratio. V with continuously variable
In a speed change control method for a belt-type continuously variable transmission, the engine cooling water temperature is set to a predetermined value so that the gear ratio when the engine cooling water temperature is lower than the predetermined value is larger than when the engine cooling water temperature is higher than the predetermined value. Since the gear ratio is corrected when the engine coolant temperature is lower than be able to.

[Brief explanation of the drawing]

Figure 1 is a partial cross-sectional front view of a V-belt continuously variable transmission;
The figure shows the position of each axis of the V-belt type continuously variable transmission shown in Fig. 1, Fig. 3 shows the entire hydraulic control device, Fig. 4 shows the speed change control device, and Fig. 5 shows the position of each axis of the V-belt type continuously variable transmission shown in Fig. 1. FIG. 6 is a diagram showing the storage arrangement of lock-up on vehicle speed data; FIG. 7 is a diagram showing the lock-up on vehicle speed search routine; FIG. 8 is a diagram showing the lock-up control pattern; Fig. 9 shows the step motor control routine, Fig. 1O shows the D range shift pattern search routine, Fig. 11 shows the storage arrangement of pulse number data, and Fig. 12 shows the signal of each output line. Figure 0 shows the combination, Figure 13 shows the arrangement of each output line, Figure 14 shows the signal of each output line in the case of upshift, and Figure 1 shows the arrangement of each output line.
Figure 5 is a diagram showing the engine performance curve, Figure 16 is a diagram showing the relationship between throttle opening and engine rotation speed, and Figure 17 is a diagram showing the relationship between throttle opening and engine rotation speed.
Figure 18 shows the relationship between the throttle opening and speed, Figure 18 shows the relationship between the gear ratio and the number of step motor pulses, Figure 19 shows the relationship between the throttle opening and vehicle speed, and Figure 2 shows the relationship between the throttle opening and vehicle speed.
Figure 0 shows the minimum fuel consumption rate curve based on the intake pipe negative pressure, Figure 21 shows the minimum fuel consumption rate curve based on the fuel injection amount, and Figure 22 shows the throttle opening TH and corrected throttle opening. 23 is a diagram showing a part of the speed change control routine of the second embodiment of the present invention. FIG. 24 is a diagram showing the relationship between vehicle speed V and corrected vehicle speed V. FIG. 25 is a diagram showing a part of the speed change control routine of the third embodiment of the present invention, and FIG. 26 is a diagram showing the number of pulses N and the corrected number of pulses C.
FIG. 27, a diagram showing the relationship with No., is a diagram showing a part of the shift control routine of the fourth embodiment of the present invention. 2 bones...Engine output shaft, 4-...Pump impeller,
4a・number・member, 6・φ・turbine runner, 8・stator, lOφ・lockup clutch, 12・・
Torque converter, 14...Lock-up clutch oil chamber, 16...Bearing, 2011+1・Case, 22ψ・
- Drive shaft, 24... Drive pulley, 26... Fixed conical plate, 28 - Drive pulley cylinder chamber, 30. ,・Movable conical plate, 32・War-■ Belt, 34@・Driven pulley, 36・・・Bearing, 38・・Bearing, 4°・Φ・Driven wheel, 42・・0 Fixed conical plate, 4− 4... Driven pulley cylinder chamber, 46... Movable conical plate, 48... Forward multi-plate clutch, 48a... Cylinder chamber, 50...
Forward drive gear, 52...Ring gear, 54@-e Reverse drive gear, 56--Idler gear, 58@...Reverse multi-plate clutch, 58a...Cylinder chamber, 6o...
・Idler shaft, 6211・-Idler gear, 64...
Pinion gear, 67... Differential device, 68... e side gear, 70 φ side gear, 72... output shaft, 74
...output shaft, 76...bearing, 78・Φ・bearing, 80
・Fist oil pump, 82, ・Oil pump drive shaft, 102 ・Line pressure regulating valve, 104 ・Manual valve, 106 ・Speed change control valve, 108 ・φ lockup valve, 110 ・・・Variable speed motor (step motor), 1
12...speed change operation mechanism, 114.0Φ tank, 116
-・Kushi oil path, 118... Valve hole. l 18 a ~ 1 l 8 h ・ ・
φ Boat, 120---Valve hole, 120a~
120e***Boat, 122... Valve hole, 120a-
122es**Boat, 124---Spool, 124
a, 124'b**・Land, 126・e・Oilway, 12
8・φ・Oil path, 130@-・Oil path, 132...Spool, 132a-132d...Land, 133---Spring, 134...Spring seat, 135...
・Bottle, 136... Case, 137 ・Fist/Membrane, 137
a... Metal fitting, 137b... Spring seat, 13
8...Boat, 139a, 139b・φ・room, 140
・Φ・Spring, 141・11 fist rod, 142・ψ
·boat. 143... Negative pressure diaphragm, 144... Oil path, 1
45...Fist orifice, 146...Trek converter inlet boat + 147...Oil passage, 148
Φ・-oil passage, 149@・φ orifice, 150---valve hole, 150a-150d--fist boat, 152---spool, 152a-152e... land, 154...
・Oil path, No. 156・・Oil path, 16o・・Fist lever, 16
2@...Sleeve, 164-Fist/Gear, 166...Gear, 168-9th axis, 170-Life 6. Spool, 170
aNb...Land, 172...Spring, 174
... Φ orifice, 176... orifice, 178.
・Fist orifice, 180... Torque converter fist outlet boat, 182-... Oil path, 184. φ relief valve, 200
--Lockup soleoid, 201... Orifice, 203... - Orifice, 207... Branch oil path,
240·φ·shift reference switch, 300...shift control device, 301...engine rotation speed sensor, 302
...Vehicle speed sensor, 303...Throttle opening sensor (intake pipe negative pressure sensor), 304...Shift position switch, 306...Engine coolant temperature sensor, 307...Brake sensor, 308, 309
... Waveform shaper, 310 ... AD converter, 311-
... Input interface, 312 ... Reference pulse generator, 313-@-CPU (central processing unit), 314.
・・ROM (read only memory), 315・・φR
AM (random access memory), 3160 urn/output interface, 317, 318/II conflict amplifier, 31
9...Address bus, 320...Data bus, 50
0φ...Lock-up solenoid control routine, 520
--・Lock-up on vehicle speed data search routine, 54
0...Lock-up-off vehicle speed data search routine, 7
00φ...Shift motor control routine, 720...D range shift pattern search routine, 740...L range shift pattern search routine, 760...-R range shift pattern search routine. 1st Figure 112ffl @//@' MV 2AV □ To Kishi, kl + Δk kl + 2 Δ □ Ding F Rusu ■ 2 ■ 11 □ --- 111 □ --- (Pun shift) 1st
3 diagram bit 3 bit 2 bit 1 bit.纰-(A,V)1u7t) (Geunn7t) 11/47 [ ^ BCD t6@x n;nmh31* (RPM) I! ◆it (km/h) falf■ m! /9th Figure 22 Actual throttle opening TH Figure 24 Actual vehicle speed V

Claims (1)

[Claims] 1. The gear ratio is continuously controlled by controlling the V-shaped groove spacing of the driving pulley and the driven booby, each of which has a built-in cylinder chamber, by a transmission control valve that controls the hydraulic pressure supplied to each cylinder chamber. In a speed change control method for a V-belt continuously variable transmission that is variable, the gear ratio when the engine coolant temperature is lower than a predetermined value is larger than the gear ratio when the engine coolant temperature is higher than a predetermined value. A speed change control method for a V-belt continuously variable transmission, characterized in that the speed ratio is corrected when the temperature of engine cooling water is lower than a predetermined value. 2. The V-belt according to claim 1, wherein the speed ratio is corrected when the engine cooling water temperature is low by an amount determined by a function having a temperature difference between the predetermined value and the engine cooling water temperature as a variable. Shift control method for continuously variable transmission. 3. V as claimed in claim 1, in which the gear ratio is always modified by a fixed amount when the engine cooling water temperature is low.
Shift control force method for belt type continuously variable transmission. 4. The data of the speed ratio command signal that controls the speed change control valve is:
A signal corresponding to any one of engine throttle opening, suction pipe negative pressure, and fuel supply amount is stored in memory in correspondence with a vehicle speed signal, and is used to change gears when the engine coolant temperature is low. According to any one of claims 1 to 3, the ratio is modified by modifying the signal corresponding to any one of the engine throttle opening, intake pipe negative pressure, and fuel supply amount. A speed change control method for a V-belt continuously variable transmission according to item 1. 5. The data of the speed ratio command signal that controls the speed change control valve is:
A signal corresponding to any one of engine throttle opening, suction pipe negative pressure, and fuel supply amount is stored in memory in correspondence with a vehicle speed signal, and is used to change gears when the engine coolant temperature is low. 4. The speed change control method for a V-belt continuously variable transmission according to claim 1, wherein the ratio is corrected by correcting a vehicle speed signal. 6. The data of the speed ratio command signal that controls the speed change control valve is:
A signal corresponding to any one of engine throttle opening, suction pipe negative pressure, and fuel supply star is stored in memory in correspondence with a vehicle speed signal, and is used to change gears when the engine cooling water temperature is low. The V-belt type continuously variable transmission according to any one of claims 1 to 3, wherein the ratio is corrected by modifying the speed ratio command signal retrieved from the speed ratio command signal data. transmission control method. 7. Two different types of gear ratio command signal data are made to correspond to a signal corresponding to any one of engine throttle opening, suction pipe negative pressure, and fuel supply site, and a vehicle speed signal. The data is stored in the memory, and when the engine coolant temperature is higher than a predetermined value, the data for the gear ratio command signal on the small gear ratio side is searched, and when the engine coolant temperature is lower than the predetermined value, the data on the gear ratio command signal on the gear ratio side is searched. A speed change control method for a V-belt type continuously variable transmission according to claim 1, wherein the speed change ratio command signal on the side is retrieved.