JPS58203259A - Shift control method for v-belt system stepless transmission gear - Google Patents

Abstract

PURPOSE:To ensure a smooth running, by increasing a gear ratio according to a function composed of temperature of cooling water for engine, a stepping volume of an accelerating pedal, and a car speed when the temperature of cooling water for an engine is low. CONSTITUTION:In case temperature TW of cooling water for an engine is lower than a given value TW0, an actual throttle opening TH is smaller than a corrected throttle opening CTH, and based on the corrected throttle opening CTH, a reference is made on a shift pattern A. Each shift patterns D, L, and R is set so that, a larger gear ratio may be obtained as the throttle opening increases subject to an identical car speed. Thereby, in case the temperature of cooling water for an engine is low and a throttle opening is below a given value, a high gear ratio is obtained corresponding to said condition. This causes increasing of the number of revolutions of an engine, resulting in elimination of vibration created due to a poor running condition of an engine, shortage of a power, and the like occurring at the start of an engine.

Description

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

In the conventional speed change control method of a V-belt type continuously variable transmission, for example, as disclosed in Japanese Patent Application Laid-Open No. 56-48153,
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 to reduce the deviation between the two by comparing the operating conditions of the two.1. ....

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. Therefore, when the engine malfunctions due to low engine cooling water temperature, problems such as insufficient power, unpleasant engine vibrations, and engine stoppage may occur.
There was a problem that the vehicle could not run smoothly.

The present invention was made by focusing on the above problems in the conventional V-belt type continuously variable transmission control method, and when the engine coolant temperature is low, the engine coolant temperature and the accelerator pedal depression amount are The purpose of the present invention is to solve the above problem by increasing the speed ratio by an amount determined by a function using one, two, or all of vehicle speed and vehicle speed as variables.

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

Applying the present invention. 1 The power transmission mechanism of the continuously variable transmission is the first
and shown in Figure 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 the engine crankshaft (not shown).
is installed. The lock-up clutch 10 is connected to the turbine runner 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 movable in the axial direction. The oil pressure in chamber 14 is the torque converter 1
When the oil pressure becomes lower than the oil pressure in lock-up clutch 1
0 is pressed against the member 4a and rotates together with it. 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 1 of drive shaft 22
A drive pulley 24 is provided between 6 and 18. The drive pulley 24 has a fixed conical plate 26 fixed to the drive shaft 22 and is arranged opposite to the fixed conical plate 26 to form a V-shaped pulley groove.
8 (FIG. 3) and a movable conical plate 30 that is movable in the axial direction of the drive shaft 22 by hydraulic pressure acting on the drive shaft 22. An annular member 22a that limits the maximum width of the V-shaped pulley groove is fixed to the drive shaft 22,h so as to be able to engage with the movable conical plate 30 (FIG. 3). The drive pulley 24 is coupled to a driven pulley 34 through a belt 32 so as to be able to transmit transmission.
and 38 are provided on a driven wheel 40 rotatably supported. The driven pulley 34 is arranged opposite to the IM defined conical plate 42 fixed to the driven shaft 40 and the internal defined conical plate 42 to form a V-shaped pulley groove and acts on the driven pulley cylinder chamber 44 (FIG. 3). It consists of a movable conical plate 46 that can be moved in the axial direction of the driven shaft 40 by hydraulic pressure. 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 that it does not move over the maximum V-shaped boob groove width region. 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 interlocked. A reverse drive gear 54 is fixed to the driven shaft 40, and this reverse drive gear 54 is connected to an idler gear 56.
They are interlocked. The idler gear 56 can be connected to an idler shaft 60 via a reverse multi-plate clutch 58, and another idler gear 62 that meshes with the ring gear 52 is fixed to the idler shaft 60 (note that in FIG. In order to make the illustration easier to understand, the idler gear 62, idler shaft 60, and reverse drive gear 54 are shifted from their normal positions, so it looks like the idler gear 62 and ring gear 52 are not engaged, but in reality, (They interlock as shown in Figure 2). ring gear 52
A pair of binion gears 64 and 66 are attached to the
The differential gear 6 meshes with these binion gears 64 and 66.
Output shafts 72 and 74 are respectively connected to a pair of side gears 68 and 70 constituting the case 7, and the output shafts 72 and 74 supported by bearings 76 and 78 respectively extend outward from the case 20 in opposite directions. are doing.

The output shafts 72 and 74 will be 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 24.
, ■ The transmission is transmitted to the 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 gear is transmitted. 50, ring gear 52, differential device 6
7, the output shafts 72 and 74 are rotated in the forward direction '111', and conversely, when the reverse multi-disc clutch 58 is engaged and the forward multi-disc clutch 48 is released, the reverse drive gear 54, idler gear 56, idler shaft 60, idler gear 62, ring gear 52, differential device 6
7, the output shafts 72 and 74 are rotated in the backward direction. 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 and changing the radius of the contact position with the 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 driving pulley 24 is expanded and the width of the V-shaped pulley groove of the driven pulley 34 is reduced, the V-shaped groove on the driving pulley 24 side can be
The radius of the belt contact position becomes smaller and the radius of the V belt contact position on the first driven pulley 34 side becomes larger, resulting in a large speed 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. In addition, during power transmission, the torque converter 12
Depending on the operating situation, the torque converter 12 may act as a torque increaser or as a fluid coupling; in addition, the torque converter 12 has a lock-up clutch 10 attached to the turbine launch 6 as a lock-up device.
By draining the oil pressure in the lock-up clutch oil chamber 14 and pressing the lock-up clutch lO against the member 4a integrated with the pump impeller 4, the engine output shaft and the drive shaft 22 are mechanically connected. It can be in a directly connected state.

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.口・、Quup valve lO8、Conquup solenoid 200. It consists of a speed change motor 11.0, a speed change reference switch 240, a speed change operation mechanism 112, and the like.

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 l16. The oil passage 116 is guided to ports 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 a port 120b of the manual valve 104 and a port 122c of the speed change control valve 106.

The manual valve 104 has five ports 120a and 120b.
, 120c, 120d and 120e.
and a spool 124 having two lands 124a and 124b corresponding to the valve hole 120,
The spool 124, which is operated by a shift lever (not shown) on the driver's seat, has five shift positions: P, R, N, D, and L ranges.

The port 120a is connected to the port 120d by the oil passage 126.
It also communicates with the cylinder chamber 58a of the reverse multi-disc clutch 58 through an oil passage 128. Further, the port 120c communicates with the port 120e through an oil passage 130, and also communicates with the cylinder chamber 48a of the forward multi-disc clutch 48.

120b is in communication with the line pressure of the 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 58a of the reverse multi-disc clutch 58 and the cylinder chamber 48a of the forward multi-disc clutch 48 are closed.
are drained together through oil passage 126 and ports 120d and 120e. When the spool 124 is in the R position,
Port 120b and port 120a communicate between lands 124a and 124b, and reverse multi-disc clutch 5
Line pressure is supplied to the cylinder chamber 58a of the forward multi-disc clutch 48, while the cylinder chamber 48a of the forward multi-disc clutch 48
It is drained after 0e. When spool 124 is in the N position, port 120b is connected to lands 124a and 124b.
On the other hand, both ports 120a and 120e are drained, so the reverse multi-disc clutch 58
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 port l20b' and the port 120C communicate between the lands 124a and 124b, and the cylinder chamber 48a of the forward multi-disc clutch 48
Line pressure is supplied to the reverse multi-disc clutch 58.
The cylinder chamber 58a is drained through port 120a. As a result, the spool 124 eventually becomes P or N.
When in the position, the forward multi-disc clutch 48 and the reverse multi-disc clutch 58 are both released, power transmission is cut off, the output shafts 72 and 74 are not driven, and the spool 12
4 is in the R position, the reverse multi-plate clutch 58 is engaged and the output shafts 72 and 74 are driven in the reverse direction as described above.
Further, when the spool 124 is in the D or L position, the forward multi-plate clutch 48 is engaged and the output shafts 72 and 74 are driven in the forward direction. As mentioned above, there is no difference between the D position and the L position in terms of the hydraulic circuit, but both positions are 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 ports 118a, 11
8b, 118c, 118d, 118e, 118f, 11
Valve hole 118 with 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 for pushing the membrane 137 to the right in the figure is provided in the chamber 139a. The engine intake pipe negative pressure is also introduced into the chamber 139a through the port 142, and the side chamber 139b is connected to the port 13.
8 is open to the atmosphere. Negative pressure diaphragm 1
A rod 141 passing through the spring seat 134 is provided between the membrane 137 of 43 and the spool 132, thereby applying 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 chamber 139a
Since the pressure difference between
given to. Conversely, when the engine intake W negative pressure 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 the force acting on the spool 132 is reduced. becomes smaller. Port of line pressure regulating valve 102) 118d
, 118f and 118g have oil passages 116 as described above.
The discharge pressure of the oil pump 80 is supplied from the oil pump 80, and an orifice 149 is provided at the inlet of the oil pump 118g. Ports 118a, 118c, and 118h are always drained; port 118e is connected by oil line 144 to torque converter inlet port 146 and ports 150c and 150d of lock-up valve 108, and port 118b is connected to lock-up valve 108 by oil line 148. port 150b 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.
There are three rightward forces acting on the left end surface of land 132a, and a leftward force acting on the area difference between lands 132C and 132d due to the hydraulic pressure (line pressure) of 18g. , spool 132 is port 11
Adjust the amount of oil leaking from 8f and 118d to ports 118e and 118C (first, from port 118f to l 1
If it leaks to 8e and cannot be adjusted with just this, use Po) 1
18d to port 118c), and the line pressure is controlled so that the forces in the left and right directions are always balanced. Therefore, the lower the engine intake pipe negative pressure, the higher the line pressure, and the higher the oil pressure of the port 118b (this oil pressure is the same as the oil 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 to increase the oil pressure, which increases the belt pressing force and increases the power transmission torque due to friction, since the smaller the negative pressure in the engine intake pipe, the greater the engine output torque. Also, in the state before lock-up, there is a torque increasing effect of the torque converter 12, so the hydraulic pressure is increased accordingly to increase the transmitted torque.

The speed change control valve TOS 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 port 122c communicates with the oil passage 116 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. ports 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 152C 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 152C 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 area of the gap. 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 15B 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 becomes lower and the width of the V-shaped pulley groove becomes larger, so the contact radius of the V-belt of the drive pulley 24 becomes larger, and the contact radius of the V-belt of the driven pulley 34 becomes smaller, so that the gear ratio becomes smaller. Conversely, when the spool 152 is moved to the right, the gear ratio increases due to the completely opposite effect to the above.

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 connected with a pin to the sleeve 162. The sleeve 162 has an internal thread and is connected to the variable speed motor 1.
10 is engaged with a screw on a shaft 168 which is rotationally driven through gears 164 and 166. In such a speed change operation mechanism 112, by rotating the speed change motor 110, the shaft 16B is rotated in one direction via the gears 164 and 111°66, and the sleeve 1 is rotated.
62 to the left, the lever 160 rotates clockwise about the engagement portion of the drive pulley 24 with the annular groove 30a of the movable conical plate 30 as a fulcrum. Move the spool 152 to the left. As a result, as described above, the drive pulley 2
The movable conical plate 30 of No. 4 moves to the right and drives the drive pulley 2.
The interval between the V-shaped pulley grooves of the driven pulley 34 becomes smaller, and at the same time, the interval between the V-shaped pulley grooves of the driven pulley 34 becomes larger, and the gear ratio becomes smaller. One end of the lever 160 is a movable conical plate 30
When the movable conical plate 30 moves to the right, the lever 160 moves around the engagement portion with the sleeve 162 on the other end of the lever 160 as a fulcrum.
rotates clockwise. Therefore, the spool 152 is pushed back to the right, and the driving pulley 24 and the driven pulley 3
4 with a large gear ratio. Through such operations, the spool 152, drive pulley 24, and driven pulley 34 are stabilized at a predetermined speed ratio corresponding to the rotational position of the speed change motor 110. The same applies when the variable speed motor 110 is rotated in the opposite direction (note that the sleeve 162
When the shift reference switch 24O moves to the rightmost side in the figure, the shift reference switch 24O is activated, which 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 accordance with the pulse number signal sent from the variable speed control device 300. , step motor 110, and speed change 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;
In addition, the port 150b is connected to the line pressure regulating valve 102 (bow) 118b and the torque converter 12 by the oil passage 148.
It communicates with the lock-up clutch oil chamber 14 inside.

150c and 150d are connected to the oil passage 144, and a 2°l orifice is sunk in a portion of the oil passage 144 close to the port 150d.
A branch oil passage 207 is provided between the orifice 201 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 7 solenoid 200 is on, the opening of the branch oil passage 207 is closed, so the ports 150d are connected to the torque converter inlet boats 1, . A common hydraulic pressure is supplied from the oil passage 144 to the hydraulic pressure connected to the spool 170, and the spool 170 is pushed to the left against the force of the spring 172. In this state, port 150c is blocked by land 170b, and port 150b is drained to port 150a. Therefore, the lock-up clutch oil chamber 14 connected to the port 150b via the oil passage 148 is drained, and the lock-up clutch lO is connected to the torque converter 1.
The lock 7 is in a closed state due to the pressure inside the lock 7 and has no function as a torque converter. On the other hand, when the lock-up solenoid 200 is turned off, the opening of the branch oil passage 207 is opened, so the bow) 1
50d is low F (note that the hydraulic pressure is low only in the oil passage between the orifice 201 and the port 150d, and the oil pressure in other parts of the oil passage 144 is low F).
1), the force pushing the spool 170 to the left disappears, and the spool 170 moves to the right due to the rightward force of the spring 172, and the spool 170 moves to the right to close the port 15.
0b and bow) ""l 50 c are connected. 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 1o is maintained. are equal, and the lock-up clutch lo is released. In addition, Bo) 15
Orifices 174 and 178 are provided at the inlet of port 0c and the drain oil passage of port 150a, respectively. The orifice 178 prevents the oil pressure in the lock-up clutch oil chamber 14 from being drained suddenly and reduces the shock during lock-up, and the orifice 174 in the oil passage 144 prevents the oil pressure in the lock-up clutch oil chamber 14 from gradually draining. This is to reduce the shock when the lockup is released.

The torque conohator Φ outrent port 180 is communicated with the oil passage 182, but the oil passage 182 has a pole 18.
4 and a spring 186 is provided to maintain a constant pressure within the torque converter 12. The oil in the dirt of the relief valve 188 is in the oil path 1.
90 leads to an oil cooler and a lubrication circuit (not shown) and is finally drained.Excess oil is also 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 5-step motor 110 and the lock-up 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, and a throttle opening sensor (or intake pipe negative pressure sensor) 303.
, shift position switch 04. Electric signals from the shift reference switch 240, the engine coolant temperature sensor 306, and the 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 (intake pipe negative pressure sensor) 303 detects the engine throttle opening as an electric/E 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 304 indicates that the manual valve 104 is
, R, N, D, and L is detected.

The speed change reference switch 40 is connected to the above-mentioned speed change operation mechanism 112.
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 AD converted #1.
It is converted into a digital signal by 310 and 341 and sent to input interface 311. Gear shift control device 59
300 is an input interface 311. It has a CPU (Central Processing Unit (Read Only Memory) 314, a RAM (Random Access Memory) 315. and an output interface 316, which are communicated by an address bus 319 and a data bus 320. A reference pulse generator 312. generates a reference pulse that operates the CPU 313.The ROM 314 contains the step motor 1.
10 and a program for controlling the lock-up solenoid 200, as well as 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.
The output y is sent to the step motor 110 and the lock amplifier solenoid 200 via 7 and 318.

Next, the step motor l'0 and the long up solenoid 20 are operated by this speed change control device 300.
The specific details of the control of 0 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 7/pumplenoid 200 will be explained. Lock-up solenoid control routine 500
is shown in Figure 5. This up/down solenoid control routine 500 is executed at regular intervals (that is, the following routine is repeatedly executed 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 H position, the lock amplifier solenoid 200 is not driven. (off) state (same 567) and transfers 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 the lock-up repair 200 was activated (turned on) in the previous routine (step 511). If the lock-up solenoid 200 was not driven (off) in the previous routine, control data regarding the vehicle speed (lock-up on vehicle speed YON) at which the open/down solenoid 200 should be driven is retrieved (step 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 T
Set H to O (i.e., idle state) and set it to 52.
1), mark the address i of the ROM 314 corresponding to this
iI (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 vehicle speed data VON corresponding to the actual throttle opening TH is stored is equal to the tank number i. The value of the lock-up vehicle speed data V IIN + at the address of the JIM number iI is read out (526). Conversely, if the actual throttle opening TH is larger than the comparison reference throttle opening TH, a predetermined increment ΔTH' is added to the comparison reference throttle TH1K (524), and the number of tanks i is also added by a predetermined increment Δi. (525). After that, the process returns to step 523 again, and the actual throttle opening TH is compared with the comparison reference throttle opening, "11 THII'l."
．． By repeating steps 524 and 525) several times, the number j of addresses in the ROM 314 in which the lock-up vehicle speed data voN corresponding to the actual throttle I/role opening TH is stored is obtained. In this way, the lock-up on heavy speed data V open corresponding to address i is read out, and the process returns.

Next, compare the lock-up-on vehicle speed (open) read out as described above with the actual heavy speed V (561) and the actual vehicle speed (561).
is larger than the lock-up-on medium speed data 7, N, the lock-up solenoid 200 is activated (see 563), and in the opposite case, the lock-up solenoid 20 is activated.
0 to non-drive (567), its operating state data (drive or non-drive) is stored in the RAM 315 (569),
Will be returned.

In step 511, if the lock-up solenoid 200 was driven in the previous routine, a routine (step 540) 479 is performed to search for vehicle speed (long amplifier off vehicle speed) data VnTT at which lock-up should be released. This data search routine 540 is a data search routine 5 that searches for lock-up on vehicle speed data v11N.
Since it is basically the same as No. 20 (the only difference being the input data as described below), the explanation will be omitted.

The lock-up-on vehicle speed data 7 (N) and the lock-up-off vehicle speed data VOFF have a relationship as shown in FIG. That is, hysteresis is given as VON > v O. This prevents the lock-up solenoid 200 from hunting.

Next, the lock-up-off vehicle speed data VO)F retrieved in step 540 as described above is compared with the actual vehicle speed V (step 565), and if the actual vehicle speed is large, the lock-up solenoid 200 is activated. Drive same 563
), in the opposite case, the 1-hole pump up solenoid 200 is set to the 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.

After all, in the D and L ranges, B1. Torque controller 12 at vehicle speeds higher than quadrupon vehicle speed VON
is in a lock-up state, and is in a non-lock-up state at vehicle speeds below VOFF.

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 performed at regular intervals (i.e., the following routine is executed repeatedly within a short period of time), first, the lock output stored in step 569 of the lock 7 pump solenoid control routine 500 described above is The maid operating state data is retrieved (69B), its state is determined (699), and the lock-up Lenoy IS'20
0 is driven, the routine from step 701 onwards is started, and conversely, the output solenoid 200 is activated.
is not driven, steps from step 713 to be described later are started (in this case, control is performed so that the gear ratio is the widest as described later. In other words, in the non-lockup state, the gear ratio is always at the maximum ).

When the lock 7 pump solenoid 200 is being driven, first read the throttle opening from the throttle opening sensor 303 (701), read the vehicle speed V from the vehicle speed sensor 302 (703), and read the shift position from the shift position switch 304. (705).

Next, the actual engine cooling water temperature TW is 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).
, if TWo or less, the throttle opening TH is the predetermined value TH.
It is determined whether the value is smaller than o (804). Here, if TH<THo, the difference between the predetermined value TWo and the water temperature TW (
TWo-TW), the predetermined value THo and the throttle opening TH
Multiply the difference (THo-TH), and then add the coefficient to
The result is the throttle opening correction amount CTW (805), and in the next step 806, the throttle opening correction amount CTW is calculated.
The corrected throttle opening CTH is obtained by adding the throttle opening correction amount CTW to H. T in step 803
If W≧TWo, or if TH≧THo in step 804, the corrected throttle opening CTH is set as the throttle opening TH.
(ibid. 807).

The relationship with the throttle opening TH is illustrated in FIG. 22. That is, when TW≧TWo, TH=CTH as shown by line A, and as TWITWO becomes greater, CTH becomes larger with respect to TH as shown by lines B and C. For example, if TW o = 60''C, the A line corresponds to 60℃ or higher, the B line corresponds to 35℃,
The relationship is such that line C 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. Further, step motor pulse number data N for the D range shift pattern is stored in the ROM 314 as shown in FIG. That is, R.O.
The vehicle speed is shown in the horizontal direction of the M314, and the throttle opening is shown in the vertical direction.
(The opening angle is increased.) 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. The address j1 of the ROM 314 is set to the number of tanks j (722). Next, the corrected throttle opening CTH and the reference throttle opening T are compared.
H' (723), and if the corrected throttle opening CTH is larger, a predetermined increment ΔTH' is added to the comparison reference throttle opening TH' (724), and the number of tanks j is also A predetermined increment Δj is added (725). After that, the corrected throttle opening degree CTH and the comparison reference throttle opening degree TH' are compared again (723), and if the corrected throttle opening degree CTH is larger, the above-mentioned step 723) is performed.
After performing steps 4 and 725, step 723 is executed again.

Such a series of processing (steps 723, 724 and 7
25), the number of tanks j corresponding to the corrected throttle opening degree CTH is obtained 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 V. As a result, the number of tanks k corresponding to the actual vehicle speed
is obtained. Next, add the number of tanks j and k obtained in this way (731), obtain the address corresponding to the throttle opening CTH and vehicle speed V, and set the RO shown in Fig. 11.
The step motor pulse number data No. is read from the corresponding address of M314 (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. After reading this pulse number NO, the D range shift pattern search routine 720 is ended and the process returns.

ffi 9 In step 707 shown in the figure, if it is not in the D range, check ML to determine whether it is in the L range.
(709), and if it is in the L range, an 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, and the step motor pulse number data NL stored in the ROM 314 is the pulse number data ND for the D range.
(The difference between pulse number data No. 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 the same as the D range shift pattern search routine 720, except that the pulse number data NR is different.
A detailed explanation will be omitted.

From here to L, step 720.740 or 760
When the respective target step motor pulse number data N01NL or NR is searched according to 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 on or off. It is determined whether the state is the same (779). When the shift reference switch 240 is in the off state, the RAM3
The current number of pulses N of the step motor stored in M is read out (781). This number of pulses N^ is -
This 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 rotational position of the step motor 110 is always 1. It corresponds to vs.l. In step 779, the shift reference switch 240
If it is in the on state, the current number of pulses N of the step motor 110 is set to O (780). The speed change reference switch 240 is connected to the sleeve 1 of the speed change operation mechanism 112.
62 is set to be in the on state when it is at the maximum gear ratio position. That is, the shift reference switch 24
When it is 0 or on, the actual rotational position of the step motor 110 is at the maximum gear ratio position. Therefore, when the speed change XpP switch 240 is on, the pulse aN
By setting A to 0, the number of pulses NA corresponds to when the step motor 110 is at the maximum gear ratio position.
will always be O. By correcting the pulse number N to O at the maximum gear ratio position in this way, if there is a difference between the actual rotational position of the step motor 110 and the pulse number NA due to electrical noise, etc. Can be matched. Therefore, the problem that electrical noise accumulates and the actual rotational position of the step motor 110 does not correspond to the pulse number N does not occur. Next, in step 783, the searched target number of pulses N
Compare o, NL, or N with the actual pulse number NA.

When the actual pulse number NA and the target pulse number ND, NL or NR are equal, the target pulse number NO, NL or NR (=
(to the number of pulses N) is O (to the number of pulses N).
5) If the target number of pulses N9, 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 (this will be described later) will be output (811). , return. If the target pulse number ND, NL or NR is O, read the data of the shift reference switch 240 (see 71
3), perform processing according to its on/off status (715)
). When the speed change reference switch 240 is on, the actual pulse number NA is set to O (717), and the step motor timer (ft4 T is set to O (718)), which will be described later, is set to the previous routine corresponding to the pulse number O. A similar step motor drive signal is output (811). Step 1. P715
If the shift reference switch 240 is off in , 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 NR, 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 calculated 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. The timer value T is. Or if it becomes negative, that is, if a certain period of time has passed, the drive signal of the step motor 110 is changed by 1 in the upshift direction as described later.
Stepwise movement (791), set the timer value T to a predetermined positive value (793), add 1 to the current number of pulses NA of the step motor (795), upshift direction It outputs a step motor drive signal that has been moved by one step (811) and returns. This causes the step motor 110 to rotate by one unit in the upshift direction.

In step 783, if the current step motor pulse number N is larger than the target pulse number N, D, NL or NR, it is determined whether the timer value T is 0 or negative (4801), the timer ( If Tfi T is positive, a predetermined subtraction value ΔT is subtracted, a timer step motor drive signal is output (811), and the process returns. By repeating this, the subtraction value ΔT is repeatedly subtracted from the timer value T. , 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 (4805). T is a predetermined positive value T
Set 1 (807), reduce the current step motor pulse number NA by 1 (809), output the step motor drive signal shifted by one step in the downshift direction (811), and return. As a result, the step motor 110 is rotated by t Il- 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 317a wired to step 箪-mo lo
, 317b, 317c, and 317d (see Figure 4) have four signal combinations, A-D, A-+B+C.
-+D When a drive signal like +A is applied, the step motor 110 rotates in the upshift direction, and conversely, D+C
When a drive signal is applied as shown in →B→A+D, the step motor 110 rotates in the downshift direction. Therefore, 4
When two drive signals are arranged as shown in FIG. 13, driving (upshifting) from A to B4C-D in FIG. 12 is the same as moving the signal to the left in FIG. 13. In this case, the bit3 signal is transferred to bito. Conversely, driving (downshifting) D-+C+B-+A in FIG. 12 corresponds to moving the signal to the right in FIG. 13. In this case, the bito signal is bito
Moved to t3.

Output lines 317a, 317b, 317 during upshift
The states of the signals at points c and 317d are shown in FIG.

Here, the time in each state of A, B, C, and D is the timer value T specified in step 793 or 807.

As described in E, 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). This functions as a signal for rotating the step motor 110 in the direction of the amplifier shifter. Conversely, if the actual gear ratio is larger than the target gear ratio, the step motor drive signal is moved to the right (480
5) This 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 the R range, that is, if it is in the P or N range, steps 713 to F are executed. That is, the operating state of the transmission base switch 240 is read (see 71).
3) It is determined whether the shift reference switch 240 is on or off (715), and if the shift reference switch is in the on state, the actual pulse number NA indicating the actual number of pulses of the step motor is set to 0. 717) Also, the step motor timer (MT is set 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. Step 7
If the shift reference switch 240 is in the OFF state at step 15, 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 shows 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). Curve G in the figure is the minimum fuel consumption rate curve, and if the engine is operated along curve m and G, the most efficient operating state can be obtained. In order to control the continuously variable transmission so that the engine always operates 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, the minimum fuel consumption rate curve G is between throttle and engine 1! ! When it is reduced as a function of one rotation speed to one, it becomes as shown in FIG. That is, the engine rotation speed is uniquely determined by the throttle opening. For example, when the throttle opening is 40 degrees, the engine rotation speed is 300 Orp.
It is m. In addition, in Fig. 16, the low throttle opening (
The minimum engine speed in the approximately 20 degree range F) is 1000 r
pm because when the lock-up clutch is engaged, the drive system of the continuously variable transmission will resonate with engine vibrations at engine speeds below this. In the case of engine rotational speed N and vehicle speed V, the gear ratio S is given by S=(N/V)-k. 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 width. That is, when the gear ratio is the largest (gear ratio a), line 9. The case where the gear ratio is the smallest (gear ratio C) is shown by the edge C (note that the case where the gear ratio is intermediate is indicated by line i).
(indicated by b). For example, when the throttle opening is 40 degrees, the vehicle can travel at a speed of about 25 km/h to about 77 km/h. Note that when the vehicle is in a region on the lower speed side than la, control is performed along line stand a, and when it is in a region on the higher speed side than line stand C, control is performed along line stand C. . On the other hand, there is a certain relationship between the position of the sleeve 162 of the speed change operation mechanism 112 and the speed 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 11O) 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. Furthermore, if the lock-up clutch on and off lines in Fig. 8 mentioned above are also entered in Fig. 19 at the same time, the lock-up clutch on and off lines will be on the lower vehicle speed side than the control line for the maximum gear ratio a, as shown. It is in.

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 IF speed is low, and the torque converter 12 is in a non-lockup state. Therefore, the strong driving force required for five starts can be obtained. When the vehicle speed exceeds the lock-up line, torque converter 12 a
The amplifier crank 10 is engaged, and the torque converter 12 enters a lock-up state. Furthermore, when the speed I-y1 exceeds the line a, the gear ratio changes steplessly between a and 0 along the minimum fuel consumption rate curve of the engine. For example, if you increase the throttle opening from a state where the vehicle is traveling at a constant speed and a constant throttle opening in the area between line Qa and 0, the target engine rotation speed to be controlled will also change because the throttle opening will change. The target number of pulses of the step motor corresponding to the engine rotation speed is determined based on the relationship shown in FIG. 16, regardless of the actual engine rotation speed. The step motor 11O immediately rotates to the target position according to the given target number of pulses,
A predetermined gear ratio is achieved, and the actual engine speed matches the target engine speed. As mentioned above, since the number of pulses of the stepper motor is derived from the minimum fuel consumption rate curve G of the engine, the engine is always controlled along this curve G. 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 the following explanation is regarding the control of the engine coolant temperature TW with the throttle opening TH=corrected throttle opening CTH. When T W < T W o, actual throttle opening TH<corrected throttle opening CTH1, and a shift pattern is searched based on this corrected throttle opening CTH. 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. If the ratio is also small, a correspondingly large gear ratio can be obtained. This increases the engine speed, which can eliminate vibrations, power shortages, etc. caused by engine malfunctions when starting the engine.

In the embodiments described above, control was performed based on the throttle opening of the engine, but it is also possible to use the engine's intake pipe negative pressure or fuel injection amount (minimum fuel consumption rate curves G are shown in FIGS. 20 and 20, respectively). It is clear that control can be performed in a similar manner (resulting in a curve as shown in Figure i21).

The above is an explanation of the shift pattern in the D range,
For the L and R ranges, a shift pattern different from that for the D range may be input as data. For example, in the L range, a shift pattern is set in which the gear ratio is larger than that in the D range for the same throttle opening, which improves acceleration performance and provides suitable engine braking performance when the throttle opening is 0. Do it like this. 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. As a result, if you step on the brake while driving in D range, you can get powerful engine braking.

Next, a second embodiment shown in FIG. 8823 will be described.

This embodiment is based on the steering wheel 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 effect Φ 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 smaller than the predetermined 4f4TWo (803), and if it is smaller than TWo. If V<Vo, the difference between the predetermined value TWo and the actual water temperature TW (TWo - TW) is determined by the predetermined value 1 iVo and the vehicle speed (901). The vehicle speed correction amount CTW2 is obtained by multiplying this by 2 by a predetermined coefficient (902), and in the next step 903, the corrected vehicle speed C■ is obtained by subtracting the vehicle speed correction amount CTW2 from the vehicle speed ■. Next, in order to prevent the corrected vehicle speed CV from becoming negative, it is determined whether the corrected IF vehicle speed CV is positive (904), and if the corrected vehicle speed CV is negative, CV is set to 0 (905). In 803, TW≧T W .

or when V≧vO in step 901, the corrected vehicle speed Cv is set to the actual vehicle speed V (step 906). The relationship between the corrected vehicle speed Cv obtained in this way and the actual vehicle speed V is illustrated in FIG. 24. That is, TW≧T
In Wo, as shown by line A, V=CV, and T W <
As T W o increases, V as shown by line B and line C
CV becomes smaller. For example, TWo=6
If it is 0℃, the A line corresponds to 60℃ or higher, and the IB line corresponds to 35℃.
℃, and the C line corresponds to 10℃. After such processing, the steps from step 707 to F are executed.

Each gear shift pattern is set so that the smaller the vehicle speed is, the larger the gear ratio is obtained at the same throttle opening. Therefore, when the engine cooling water temperature is low and the vehicle speed is When is low, it is possible to obtain a larger gear ratio than in the normal case.

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 operation and effect as in the first embodiment can be obtained.

After step 705, first read the actual engine coolant temperature TW from the engine coolant temperature sensor 306 (
802), followed by L and H ranges,
Perform pattern search for L and H (707,
709, 711. 720, 740.76
0). Next, the actual water temperature TW becomes the predetermined value TW.

If it is less than or equal to TWo, it is determined whether the throttle TH is less than or equal to a predetermined value THo (1002), and TH<TH.

Then, it is determined whether the vehicle speed V is less than the predetermined value Vo (1003), and if V<Vo, the difference between the predetermined value TWo and the actual water temperature TW (TWo-TW), the predetermined value THo and the throttle opening The difference from TH (THo-TH) and the predetermined value Vo
The pulse number correction amount CTW3 is calculated by multiplying the difference (Vo-V) between The corrected pulse number data CND, CNL, or CN1l is obtained by subtracting the pulse number correction amount CTW from the number shown in FIG.

Next, the modified pulse number data CNO, CNL or CNR
In order to avoid that C becomes negative, the corrected pulse number data C
10 to judge whether ND, CN, or CN is positive.
06), if the corrected pulse number data is negative, set it to O (1007). Actual water temperature T in step tool
If W≧TWo, TH≧TH in Ste-Shibu 1002
In the case of o or in the case of ■≧VO in step 1003,
The corrected pulse number CND, CNL or CNR is the actual pulse number N.
Set O, NL, or NR as is (1008).

After such processing, the steps following step 778 are executed.

In this embodiment, when the engine coolant temperature is low, the throttle opening is small, and the vehicle speed is low, the pulse number data becomes smaller than in the normal case, so the gear ratio becomes larger than in the normal case, and as described above. The same effects as in the examples 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 changing the speed ratio. ■In a shift control method for a belt-type continuously variable transmission in which the speed is continuously 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 the predetermined value. Thus, when the engine coolant temperature is lower than a predetermined value, the gear ratio is adjusted according to a value determined by a function that uses one, two, or all of engine coolant temperature, accelerator pedal depression amount, and vehicle speed as variables. By making this correction, when the engine cooling water temperature is low, the gear ratio increases and the engine speed increases, making it possible to eliminate problems such as insufficient power, engine stoppage, and unpleasant vibrations.

In addition, in the present invention, instead of always correcting the gear ratio when the engine cooling water temperature is low, the gear ratio is corrected when the throttle opening is smaller than a predetermined value, when the vehicle speed is lower than a predetermined value, or when both the throttle opening and the vehicle speed are corrected. Since the gear ratio is corrected only when the gear ratio is just below each predetermined value, there is no problem of the gear ratio being corrected even when it is not necessary, and the engine It is possible to improve fuel efficiency without having to run the engine at high speeds.

[Brief explanation of the drawings] Figure 1 is a partial cross-sectional stop view of the V-belt type continuously variable transmission, Figure 2
The figure shows the V-belt type continuously variable transmission body shown in Fig. 1, Fig. 4 shows the speed change control device, Fig. 5 shows the lock-up solenoid control routine, and Fig. 6 shows the opening and closing up. 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 is a diagram showing the step motor control routine; FIG. The figure shows the D range shift pattern search routine, Figure 11 shows the storage arrangement of pulse number data, Figure 12 shows the combination of signals of each output line, and Figure 13 shows the arrangement of each output line. A diagram showing
Fig. 14 is a diagram showing the signals of each output line in the case of upshifting, Fig. 15 is a diagram showing the engine performance curve, Fig. 16 is a diagram showing the relationship between throttle opening and engine rotation speed, and Fig. 17 is a diagram showing the relationship between throttle opening and engine rotation speed. The figure shows the relationship between throttle opening and speed.
Figure 18 is a diagram showing the relationship between gear ratio and step motor pulse number, Figure 19 is a diagram showing the relationship between throttle opening and vehicle speed, and Figure 20 is a minimum fuel consumption rate curve based on intake pipe negative pressure. FIG. 21 is a diagram showing the minimum fuel consumption rate curve based on the fuel injection amount, FIG. 22 is a diagram showing the relationship between throttle opening TH and corrected throttle opening CTH, and FIG. 23 is a diagram showing the relationship between throttle opening TH and corrected throttle opening CTH. FIG. 24 is a diagram showing the relationship between vehicle speed V and corrected vehicle speed V, and FIG. 25 is a diagram showing a part of the speed change control routine of the second embodiment of the present invention. FIG. 2... Engine output shaft, 4... Pump impeller,
4aΦφ・Parts, 6... Turbine runner, 8... Stator, lO... Lock-up clutch, 12...
Torque converter, 14... Lock-up clutch oil chamber, 16... Bearing, 20 Fist case, 22... Drive shaft, 24... Drive pulley, 26... φ fixed conical plate, 28... - Drive pulley silling chamber, 30... Movable conical plate, 32... V-belt, 34-- Driven pulley,
36... Bearing, 38... Bearing, 40... Driven shaft,
42... Fixed conical plate, 44... Driven pulley cylinder chamber, 46... Movable conical plate, 48... Multi-plate clutch for forward movement, 48a... Cylinder chamber, 50... For forward movement Drive gear, 52, φ, ring gear, 54... Drive gear for reverse, 56... Idler gear, 58... Multi-plate clutch for reverse, 58a... φ cylinder chamber, 6o... Idler shaft, 62 ...Idler gear, 64...Pinion gear, 67@...Differential gear, 68φ・Fist side gear,
70φ/φ side gear, 72...output shaft, 74...φ
Output shaft, 76・φ・bearing, 78・・φ bearing, 80・・
Oil pump, 82 skewer...Oil pump drive shaft, 102
...Line pressure regulating valve, 104...Manual valve, 10
6... Speed change control valve, 108... Meeting lockup 9.1
10--・Variable speed motor (step motor), 112...
・Speed change operation mechanism, 114...Tank, 116...Oil passage, 118--Valve hole. 118a~118h**e port, 120-@one side valve hole 120a~12oe... port, 122 reference... valve hole,
120a to 122e...port, 124---spool, 124a, 124b---land, 126---oil passage, 128---oil passage, 130---oil passage, 132...
・Spool, 132a ~ 132d* e e land,
133---Spring, 134--Spring seat, 135・φ・Pin, 136...Case, 137・
...Membrane, 137a...Metal fitting, 137b--Fist spring seat, 138...Port, 139a, 139b-
... Chamber, 140 ... Spring, 141 ... Rod, 142 ... Port, 143 ... Negative pressure diaphragm, 144 ... Oil path, 145 ... Orifice, 146
・φ torque converter inlet hoard, 147・
・・Oil passage, 148e・・Oil passage, 149・War・Orifice, 150---Valve hole, 150a~150dee・Port, 152---Spool, 152a‐152eI111
Φ land, 154 --- oil road, 156 pot...oil road, 16
0... lever, 162-@- sleeve, 164-1 gear, 166-- gear, 168 fist φ pot shaft, 170 fist spool, 170a-b φ land, 172... spring, 174- ... Orifice, 176 ... Orifice, 178 - Φ orifice, 180 - Temple torque converter outlet port, 182 ... Oil path,
184...ball, 186 fist...spring, 188
-... Relief valve, 190... Oil path, 192φΦΦ relief valve, 200・Meet・Lock up solenoid, 20
1・φ・Orifice, 203-・-Orifice, 207
--・Branch oil path, 240 fist・・Shift reference switch, 30
0... φ speed change control device, 301... Engine rotation speed sensor, 302... Vehicle speed sensor, 303... Throttle opening sensor (intake pipe negative pressure sensor), 304
・Fist/Shift position switch, 306... [Phase] Engine coolant temperature sensor, 307... Brake sensor, 308, 309-- Waveform shaper, 310...-
AD converter, 311...input interface, 31
2.φφ base reference pulse 1 generator 313--CPU (central processing unit), 314--ROM (read-only memory), 315--RAM (runtime access memory), 316--output interface, 317 .31
8...1 amplifier, 319...address bus, 320φ
... Data bus, 500... Φ Lock-up solenoid control routine, 520 Race... Lock-up-on vehicle speed data search routine, 540... Lock-up-off vehicle speed data search routine, 700... Fist shift motor control routine, 720...・-D range shift pattern search routine,
740φ...L range shift pattern search routine, 76
0...-R range shift pattern search routine. Patent Applicant 1] #Automobile Co., Ltd. Company Agent Patent Attorney Shichimiya
Uchi Toshiyuki No. yy! J 22nd rj! J Dendai 24E Real 3I Jun (V) 05th floor --- 1-Kotyo- \'D')':) --- ~ ゛\2. ′

Claims (1)

[Claims] 1. The V-shaped groove spacing of the drive pulley and 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 to continuously adjust the speed ratio. In a variable speed control method for a V-belt continuously variable transmission, 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 the predetermined value. When the engine coolant temperature is lower than a predetermined value, the gear ratio is corrected according to a value determined by a function that uses one, two, or all of engine coolant temperature, accelerator pedal depression amount, and vehicle speed as variables. A characteristic speed change control method for a V-belt continuously variable transmission. 2. The data of the gear ratio command signal that controls the gear 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. The V-belt type according to claim 1, wherein the ratio is modified by modifying the signal corresponding to any one of the engine throttle opening, suction pipe negative pressure, and fuel supply amount. Shift control method for continuously variable transmission. 3. The data of the speed ratio command signal that controls the speed change control valve is:
Engine throttle 7) 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, indicating that the engine cooling water temperature is low. 2. The speed change control method for a V-belt continuously variable transmission according to claim 1, wherein the speed change ratio is corrected by correcting a vehicle speed signal. 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. 2. The speed change control method for a V-belt continuously variable transmission according to claim 1, wherein the ratio is corrected by modifying a speed ratio command signal retrieved from speed ratio command signal data.