JP2897584B2 - Control device for continuously variable transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a continuously variable transmission.

[0002]

2. Description of the Related Art A conventional control device for a continuously variable transmission is disclosed, for example, in JP-A-61-105351. The control device of the continuously variable transmission shown here controls the gear ratio so that the operation is performed according to a shift map set as the relationship between the throttle opening, the vehicle speed, and the engine speed.

[0003]

However, the conventional control device for a continuously variable transmission as described above has no problem when the vehicle is driven by a normal driving operation on an urban area, a highway, or the like. In driving such as traveling, under a driving condition in which a stronger engine brake or driving force is desired to be obtained, a gear ratio based on a standard shift map as a reference may be insufficient. An object of the present invention is to solve such a problem.

[0004]

SUMMARY OF THE INVENTION The present invention solves the above-mentioned problems by shifting to a larger gear ratio when heel and toe is performed. That is, the control device of the continuously variable transmission according to the present invention includes a rapid deceleration detection unit that detects that a deceleration of a predetermined or more has acted on the vehicle, a brake detection unit that detects that a foot brake is operating, Engine load detecting means for detecting the engine load, and when the deceleration exceeding a predetermined value acts on the vehicle, the foot brake operates, and the engine load is higher than a predetermined value, the speed ratio of the continuously variable transmission is increased. Heel and toe speed change control means for changing.

[0005]

When the foot brake is actuated, a large deceleration acts on the vehicle, and when the brake pedal and the accelerator pedal are depressed, the gear ratio is increased according to, for example, the engine load and the speed of change. Speed. Thus, when so-called heel-and-toe is performed, the speed ratio of the continuously variable transmission is in a large state, and stronger engine brake or greater driving force can be obtained. Thus, the vehicle can be driven in a stable state even on a sharp curve or the like.

[0006]

FIG. 2 shows a power transmission mechanism of a continuously variable transmission. The continuously variable transmission includes a fluid coupling 12, a forward / reverse switching mechanism 15, a V-belt type continuously variable transmission mechanism 29, a differential gear 56.
And the like, so that the rotation of the output shaft 10a of the engine 10 can be transmitted to the output shafts 66 and 68 at a predetermined gear ratio and rotation direction. The continuously variable transmission includes a fluid coupling 12 (having a lock-up oil chamber 12a, a pump impeller 12b, a turbine runner 12c, a lock-up clutch 12d, etc.), a rotating shaft 13, a drive shaft 14, and a forward / reverse switching mechanism. 15, drive pulley 16 (fixed cone member 1)
8, drive pulley cylinder chamber 20 (chamber 20a, chamber 20
b), comprising a movable cone member 22, a groove 22a, etc.),
Planetary gear mechanism 17 (sun gear 19, pinion gear 21,
A pinion gear 23, a pinion carrier 25, an internal gear 27, etc.), a V-belt 24, a driven pulley 2
6 (fixed cone member 30, driven pulley cylinder chamber 32,
Driven cone 28, forward clutch 40, drive gear 46, idler gear 48, reverse brake 50, idler shaft 52, pinion gear 54,
Final gear 44, pinion gear 58, pinion gear 60, side gear 62, side gear 64, output shaft 66,
Although it is composed of the output shaft 68 and the like, a detailed description thereof will be omitted. The configuration of the parts not described is described in Japanese Patent Application Laid-Open No.
No. 5353.

FIGS. 3, 4, 5 and 6 show a hydraulic control device for a continuously variable transmission. This hydraulic control device includes an oil pump 10
1. Line pressure regulating valve 102, manual valve 104, shift control valve 106, regulating pressure switching valve 108, step motor 11
0, transmission operation mechanism 112, throttle valve 114, constant pressure regulating valve 116, solenoid valve 118, coupling pressure regulating valve 1
20, a lock-up control valve 122, etc., which are connected to each other as shown in the drawing. The forward clutch 40, the reverse brake 50, the fluid coupling 12, the lock-up oil chamber 12a, the drive pulley The cylinder chamber 20 and the driven pulley cylinder chamber 32 are also connected as shown. Detailed description of these valves and the like will be omitted. The parts for which the description has been omitted are described in the above-mentioned JP-A-61-105353. 3, 4 and 5 indicate the following members. Pinion gear 110a, tank 130, strainer 131, oil passage 132, relief valve 133, valve hole 134, port 13
4a-e, spool 136, land 136a-b, oil passage 138, one-way orifice 139, oil passage 140, oil passage 1
42, one-way orifice 143, valve hole 146, port 1
46a-g, spool 148, lands 148a-e, sleeve 150, spring 152, spring 154,
Transmission ratio transmission member 158, oil passage 164, oil passage 165, orifice 166, orifice 170, valve hole 172, ports 172a-e, spool 174, lands 174a-c,
Spring 175, oil passage 176, orifice 177, lever 178, oil passage 179, pin 181, rod 182,
Lands 182a-b, rack 182c, pin 183, pin 185, valve hole 186, ports 186a-d, oil passage 18
8, oil passage 189, oil passage 190, valve hole 192, port 19
2a-g, spool 194, lands 194a-e, negative pressure diaphragm 198, orifice 199, orifice 2
02, orifice 203, valve hole 204, port 204a
-E, spool 206, lands 206a-b, spring 208, oil passage 209, filter 211, orifice 216, port 222, solenoid 224, plunger 224a, spring 225, valve hole 230, port 23
0a-e, spool 232, land 232a-b, spring 234, oil passage 235, orifice 236, valve hole 2
40, ports 240a-h, spool 242, land 2
42a-e, oil passage 243, oil passage 245, orifice 24
6, orifice 247, orifice 248, orifice 249, choke-type throttle valve 250, relief valve 25
1. Choke type throttle valve 252, pressure holding valve 253, oil passage 25
4, cooler 256, cooler pressure holding valve 258, orifice 2
59, changeover detection switch 278.

FIGS. 7, 8 and 9 show an electronic control unit 30 for controlling the operation of the step motor 110 and the solenoid 224.
Indicates 0. The electronic control unit 300 includes an input interface 311, a reference pulse generator 312, a CPU (central processing unit) 313, a ROM (read only memory) 314,
It has a RAM (random access memory) 315 and an output interface 316, which are connected by an address bus 319 and a data bus 320. The shift control device 300 includes an engine speed sensor 301, a vehicle speed sensor 302, a throttle opening sensor 303 (engine load detecting means), a shift position switch 304, and a turbine speed sensor 30.
5. Engine coolant temperature sensor 306, brake sensor 307 (brake detecting means), and changeover detection switch 2
98 is input directly or through waveform shapers 308, 309 and 322, and A / D converter 310, while signals are output to stepper motor 110 through amplifier 317 and lines 317a-d, and also to solenoid 224. Although they are output, a detailed description thereof will be omitted. The configuration of a portion whose description is omitted is described in the above-mentioned Japanese Patent Application Laid-Open No. 61-105353.

Under operating conditions in which so-called heel-and-toe is performed, control is performed according to a control flow shown in FIG. First, it is determined whether or not the deceleration G of the vehicle has become larger than a predetermined value G0 within a predetermined time from the present (step 502). If G is larger than G0, the gear ratio is held at the current value (step 502). 504). Although the deceleration is calculated from the change in the vehicle speed, a deceleration meter may be used. Next, it is determined whether the brake switch is ON and the throttle opening is larger than a predetermined small value (506). When this condition is satisfied, the correction coefficient 1 is calculated from the throttle opening based on the characteristic shown in FIG. 11, and the correction coefficient 2 is calculated from the changing speed of the throttle opening based on the characteristic shown in FIG. And 2
, The downshift is calculated from the gear ratio held in step 504 (step 508). Then, it is determined whether the brake switch is off and the throttle opening is larger than the predetermined value. (5
10) If any of the conditions are not satisfied, the process ends.
When both conditions are satisfied, the speed ratio is maintained for a certain period of time (512), and then the speed ratio is made equal to the target value calculated by the reference speed control at a predetermined speed that is slower than during the normal speed change. The gear ratio can be changed to the normal gear ratio without feeling uneasy (514). Step 502 described above
If the condition is not satisfied in step 506, the reference shift control is performed according to the reference shift pattern (step 516).

After all, when the heel and toe is performed by the above control, the shift to the larger reduction ratio is performed, so that a stronger engine brake or a larger driving force can be obtained. Therefore, stable traveling can be performed even in a sharp curve or the like.

[0011]

As described above, according to the present invention, when the heel-and-toe operation is performed, the gear ratio is changed to a larger value than the reference gear change control. Driving force can be obtained.

[Brief description of the drawings]

FIG. 1 is a diagram showing a relationship between components of the present invention.

FIG. 2 is a skeleton diagram of a continuously variable transmission.

FIG. 3 is a diagram showing a left part of a hydraulic control device of the continuously variable transmission.

FIG. 4 is a diagram showing a central portion of a hydraulic control device of the continuously variable transmission.

FIG. 5 is a diagram showing a right part of a hydraulic control device of the continuously variable transmission.

FIG. 6 is a diagram showing an arrangement relationship of FIGS. 3, 4, and 5;

FIG. 7 is a diagram showing a left part of the control unit.

FIG. 8 is a diagram showing a right part of the control unit.

FIG. 9 is a diagram showing an arrangement relationship between FIGS. 7 and 8;

FIG. 10 is a diagram showing a control flow.

FIG. 11 is a diagram showing a relationship between a correction coefficient 1 and a throttle opening.

FIG. 12 is a diagram showing a relationship between a correction coefficient 2 and a change speed of a throttle opening.

[Explanation of symbols]

300 Control unit 303 Throttle opening sensor (engine load detecting means) 307 Brake sensor (brake detecting means)

Continuation of the front page (58) Field surveyed (Int.Cl. ⁶ , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48 B60K 41/00-41 / 28

Claims (1)

(57) [Claims] 1. A rapid deceleration detecting means for detecting that a predetermined or more deceleration has acted on a vehicle, a brake detecting means for detecting that a foot brake is operating, and an engine load detecting means for detecting an engine load. A heel-and-toe shift control means for changing the speed ratio of the continuously variable transmission to a larger side when the deceleration of a predetermined speed or more acts on the vehicle, the foot brake operates, and the engine load is higher than a predetermined speed. A control device for a continuously variable transmission, comprising: