JP3059300B2 - Start 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 start control system for a continuously variable transmission, and more particularly to a start control system for an engine accessory when a vehicle equipped with the continuously variable transmission is started. The present invention relates to a start control device for a continuously variable transmission that can prevent fluctuations and achieve smooth start control.

[0002]

2. Description of the Related Art A transmission mounted on a vehicle includes a gear transmission in which a gear ratio is changed stepwise by switching gear trains, and a transmission in which the rotation radius of a belt wound around two pulleys is increased or decreased. There is a continuously variable transmission that continuously changes the ratio.

A continuously variable transmission is provided with a driving pulley and a driven pulley, and a belt is wound around these pulleys, and the width of a groove formed between each pulley portion of both pulleys is increased or decreased by hydraulic pressure. The gear ratio is continuously changed by increasing or decreasing the radius of rotation of the belt wound around both pulleys. Some continuously variable transmissions include a hydraulic clutch that is disengaged by hydraulic pressure. In this continuously variable transmission, the gear ratio is changed and the clutch is disengaged by controlling the primary pressure, the line pressure, and the clutch pressure, which are hydraulic pressures, in various control modes by the control means.

In such a continuously variable transmission, the clutch pressure is controlled by calculating an engine torque from a throttle opening and the like. At this time, for example, when the driving state of the air conditioner compressor, which is an auxiliary device of the engine, is turned on by turning on the air conditioner, the actual engine torque decreases due to an increase in the engine load.

[0005] As a result, an irregularity occurs between the engine torque calculated from the throttle opening and the like and the actual engine torque reduced by the drive state of the auxiliary machine being activated, which is sufficient for starting control. However, there is a problem that the engine control cannot be performed smoothly due to a decrease in the engine speed because the engine torque cannot be obtained.

Therefore, the applicant of the present invention reduces the feedforward amount and performs feedback control of the clutch pressure when the drive state of the auxiliary machine is activated and an activation signal is input to the control means. A method of controlling the clutch pressure of a continuously variable transmission capable of preventing a decrease in the engine speed in the start mode and achieving a smooth start control has already been filed (Japanese Patent Application Laid-Open No. 1-153349).

[0007]

By the way, the driving state of the auxiliary machine may be in the stopped state as well as the operating state even in the start mode. For example, as shown in FIG. 5, the auxiliary machine may be in the operating state during the start mode NST and may be in the stopped state during the drive mode DRV. Therefore, the driving state of the accessory changes regardless of the control mode.

[0008] However, the one disclosed in the above-mentioned publication corrects the actual decrease in engine torque in the start mode by controlling the feedforward amount to be reduced when the driving state of the auxiliary machine is activated. Is what you do.

In other words, the apparatus disclosed in the above-mentioned publication controls the amount of feedforward to be reduced when the driving state of the auxiliary machine changes to the operating state, and the control mode changes to the start mode when the control mode changes to the start mode. By previously controlling the feedforward amount to be reduced as described above, it is possible to correct a decrease in engine torque due to the operation of the auxiliary machine.

[0010] For this reason, as disclosed in the above publication, for example, as shown in FIG. 5, when an auxiliary machine is activated during the start mode NST, the auxiliary machine during the control mode is not operated. There is an inconvenience that it is not possible to cope with a transient engine torque fluctuation due to a change in the driving state and to achieve smooth start control.

[0011] Further, torque fluctuations caused by the change of the driving state of the auxiliary machine to the operating state or the stop state are greatly affected by the difference between the machine and the state. is there.

Further, the control device disclosed in the above-mentioned publication changes the control mode from the start mode NST to the drive mode DRV.
Immediately after shifting to, the drive state of the auxiliary machine changes to the operating state or the stopped state, it can not respond to the fluctuation of the engine torque, the shift control is disturbed, the shock occurs, and the starting feeling and running feeling deteriorate Inconvenience.

[0013]

Accordingly, in order to eliminate the above-mentioned inconvenience, the present invention increases and decreases the groove width between each of the pulley portions of the driving pulley and the driven pulley by means of hydraulic pressure to wind the two pulleys. In a continuously variable transmission that continuously changes a gear ratio by increasing or decreasing a rotation radius of a belt to be hung, a clutch that is controlled to be disengaged and controlled in accordance with an engine torque calculated from a throttle opening is provided. A start mode in which the clutch is engaged when the vehicle equipped with the continuously variable transmission is started or a state in which the clutch is engaged again after the clutch is disengaged, and the clutch after the start mode is completely engaged. In which the gear ratio is continuously controlled in accordance with an error between the target engine speed and the actual engine speed. And the control mode shifts to the drive mode during the start mode and after the start mode when a vehicle with the continuous variable transmission is started is operated until a predetermined time elapses. Is characterized in that control means for controlling driving of engine accessories mounted on the vehicle is prohibited.

[0014]

According to the structure of the present invention, the continuously variable transmission includes a clutch that is controlled to be disengaged and controlled according to the engine torque calculated from the throttle opening, and the continuously variable transmission is mounted as a control mode of the clutch. A start mode in which the clutch is engaged when the vehicle is started or the clutch is engaged again after the clutch disengages.
A drive mode in which the clutch is completely engaged after the start mode and the gear ratio is continuously controlled in accordance with an error between the target engine speed and the actual engine speed. When the vehicle is started, the driving of the engine accessories mounted on the vehicle is inhibited until the control mode shifts to the drive mode during the start mode and to the drive mode after the start mode and a predetermined time has elapsed. By performing such control, it is possible to prevent a transient engine torque fluctuation due to a change in the driving state of the auxiliary machine between the operating state and the stopped state during the start mode and the drive mode which are in the middle of the control mode. .

[0015]

Next, an embodiment of the present invention will be described in detail with reference to the drawings.

1 to 4 show an embodiment of the present invention. In FIG. 1, reference numeral 2 denotes a belt-driven continuous variable transmission, 4 denotes a driving pulley, 6 denotes a driven pulley, 8 denotes a belt, 10 denotes an input shaft, and 12 denotes an output shaft.

The drive-side pulley 4 includes a drive-side fixed pulley piece 14 fixed to an input shaft 10 which is connected to an engine (not shown), and a drive which is axially movable and non-rotatably mounted on the input shaft 10. And a side movable pulley piece 16. The driven pulley 6 is connected to the driving pulley 4.
Similarly, the driven pulley piece 18 is fixed to the output shaft 12, and the driven movable pulley piece 20 is attached to the output shaft 12 so as to be axially movable and non-rotatable.

The driving-side and driven-side movable pulley pieces 16
Drive-side and driven-side housings 22 and 24 are mounted on the housing 20, respectively, to form drive-side and driven-side pressure oil chambers 26 and 28, respectively. In the driven-side pressure oil chamber 28, a spring for urging the driven-side movable pulley part 20 in a direction to decrease the groove width between the driven-side fixed pulley part 18 and the driven-side movable pulley part 20 is provided. And the like.

The input shaft 10 is provided with an oil pump 32. The oil pump 32 supplies the generated hydraulic pressure to the driving-side and driven-side pressure oil chambers 26 and 28, respectively, and the driving-side and driven-side movable pulley portions 16 of the driving-side and driven-side pulleys 4 and 6.
20 is moved in the axial direction by hydraulic oil of the primary pressure (ratio pressure) and the line pressure to increase or decrease the groove width. As a result, the continuously variable transmission 2 includes the drive-side / driven-side pulley 4
・ Increase or decrease the radius of rotation of the belt 8 wound around 6,
The gear ratio is changed steplessly.

The continuously variable transmission 2 has a hydraulic clutch 34 at the output end of the output shaft. The hydraulic clutch 34 includes an input-side casing 36 attached to the output shaft 12, a clutch pressure oil chamber 38 provided in the casing 36, and a piston 40 pushed by hydraulic pressure acting on the clutch pressure oil chamber 38. An annular spring 42 for urging the piston 40 in the retreating direction, a first pressure plate 44 moved forward and backward by the pushing force of the piston 40 and the urging force of the annular spring 42, and a friction on the output side. It comprises a plate 46 and a second pressure plate 48 fixed to the casing 36. The friction plate 46 is attached to a final output shaft 50 fitted on the output shaft 12.

The hydraulic clutch 34 includes a clutch pressure oil chamber 38
If the hydraulic pressure acting on the piston is increased, the piston 4
When 0 is pushed, the first pressure plate 44 and the second pressure plate 48 are brought into close contact with the friction plate 46 to be in a so-called coupled state. On the other hand, when the clutch pressure acting on the clutch pressure oil chamber 38 is reduced, the piston 40 is retracted by the urging force of the annular spring 42, and the first pressure plate 44 and the second pressure plate 48 are separated from the friction plate 46, A so-called clutch disengagement state is established. In this manner, the hydraulic clutch 34 is engaged and disengaged by the clutch pressure, and interrupts transmission of the driving force output from the continuously variable transmission 2 to the final output shaft 50.

The oil pump 32 has a suction side connected to an oil pan 54 via an oil filter 52. The discharge side of the oil pump 32 is connected to the line pressure passage 5.
6 communicates with the driven side pressure oil chamber 28.

A line pressure control valve 60 having a relief valve function is connected to the line pressure passage 56 through a line pressure extraction passage 58. The line pressure control valve 60 adjusts the discharge flow relief amount with respect to the discharge flow rate of the oil pump 32 that generates the hydraulic pressure to take out the pressure oil of the line pressure PLINE, and uses the pressure oil of the line pressure PLINE as the operating pressure to discharge the oil. It is supplied in a direction to increase the escape amount.

The line pressure control valve 60 is connected to a line pressure control valve solenoid valve 64 through a line pressure control valve passage 62. The line pressure control valve solenoid valve 64 adjusts the amount of pressure oil flow released from the pressure oil of the line pressure PLINE with respect to the pressure oil flow of the control pressure taken out by the control pressure control valve 88 described later to operate the line pressure control valve. The pressure oil is taken out and the operating oil pressure for the line pressure control valve is supplied to the line pressure control valve 60 in a direction to reduce the discharge flow relief amount.

As a result, the operation of the line pressure control valve 60 is controlled by the line pressure control valve solenoid valve 64, and the discharge flow rate with respect to the discharge flow rate of the oil pump 32 is adjusted so that the line pressure PLINE is supplied to the line pressure passage 56. (Generally 5
圧 25 kg / cm ² ) of pressure oil.

A primary pressure control valve 68 is connected to the line pressure passage 56 through a primary pressure extraction passage 66. The primary pressure control valve 68 is connected to the drive-side pressure oil chamber 26 by a primary pressure passage 70. The primary pressure control valve 68 includes a primary pressure control valve passage 7.
2, the primary pressure control valve solenoid valve 74 is connected. The operation of the primary pressure control valve 68 is controlled by a primary pressure control valve solenoid valve 74 to take out the primary pressure (ratio pressure) pressure oil into the primary pressure passage 70.

A clutch pressure control valve 78 is connected to the line pressure passage 56 through a passage 76 for taking out clutch pressure. The clutch pressure control valve 78 is connected to the clutch pressure passage 80.
Is connected to the clutch pressure oil chamber 38 of the hydraulic clutch 34. The clutch pressure control valve 78 is connected to a clutch pressure control valve solenoid valve 84 through a clutch pressure control valve passage 82. The operation of the clutch pressure control valve 78 is controlled by the clutch pressure control valve solenoid valve 84, and the pressure oil of the clutch pressure PCLU is taken out to the clutch pressure passage 80.

Further, a control pressure control valve 88 is connected to the line pressure passage 56 by a control pressure extracting passage 86.
Has been contacted. This control pressure control valve 88 is
The control pressure passage 90 is connected to the solenoid valve 64 for the line pressure control valve, the solenoid valve 74 for the primary pressure control valve, and the solenoid valve 84 for the clutch pressure control valve. The control pressure control valve 88 changes the line pressure (generally 5 to 25 kg / cm ² ) of the line pressure passage 56 to a constant pressure (3 to 4 k / cm ² ).
g / cm ² ) of control oil is taken out and supplied to the solenoid valves 64, 74 and 84.

A pressure sensor 94 is connected through a pressure detection passage 92 in the middle of the clutch pressure passage 80 through which the pressure oil of the clutch pressure PCLU taken out by the clutch pressure control valve 78 flows. The pressure sensor 94 is provided for controlling the hold mode HLD and the start mode NST of the continuously variable transmission 2.
In such cases, the hydraulic pressure can be directly detected when controlling the clutch pressure PCLU, which contributes to instructing the detected hydraulic pressure to be the target clutch pressure PCLUSP. In the drive mode DRV, the clutch pressure PCLU
Becomes equal to the line pressure PLINE, which can also contribute to the line pressure control.

The drive side housing 2 of the drive side pulley 4
2, an input shaft-side rotation speed detection gear 96 is provided, and the input shaft 1 is located near an outer peripheral portion of the input shaft-side rotation speed detection gear 96.
A zero input shaft side rotation speed detector 98 is provided. An output shaft side rotation speed detection gear 100 is provided outside the driven side housing 24 of the driven side pulley 6, and an output shaft side rotation speed detection of the output shaft 12 is provided near an outer peripheral portion of the output shaft side rotation speed detection gear 100. A vessel 102 is provided. The engine speed NE and the gear ratio (belt ratio) can be grasped from the respective rotational speeds detected by the input shaft side / output shaft side rotational speed detectors 98 and 102.

An output gear 104 composed of a forward output gear 104F and a reverse output gear 104R is provided on the final output shaft 50 on which the friction plate 46 of the hydraulic clutch 34 is mounted. The forward switching gear and the reverse switching gear are meshed with each other. Reverse output gear 104R constituting output gear 104
A final output shaft-side rotation speed detector 106 for detecting the rotation speed on the final output shaft 50 side, which is the clutch output-side rotation speed, is provided in the vicinity of the outer peripheral portion.

The final output shaft side rotational speed detector 106 is a final output shaft 5 connected to the drive wheels via a forward / reverse switching mechanism, an intermediate shaft, a final reduction gear, a differential mechanism, and a drive axle (not shown).
This is for detecting the clutch output side rotation speed which is the rotation speed of 0, and is capable of detecting the vehicle speed. Further, the output shaft side rotation speed detector 102 and the final output shaft side rotation speed detector 1
06, it is possible to detect the clutch input side rotation speed and the clutch output side rotation speed of the input side and the output side before and after the hydraulic clutch 34, respectively, which contributes to the detection of the clutch slip amount.

The solenoid valve 64 for the line pressure control valve, the solenoid valve 74 for the primary pressure control valve, and the solenoid valve 84 for the clutch pressure control valve are connected to a control unit 108 as control means for controlling the continuously variable transmission 2. Have been. The control unit 108 is connected to the pressure sensor 94, the input shaft-side / output shaft-side rotation speed detectors 98 and 102, and the final output shaft-side rotation speed detector 106. The control unit 108 includes a throttle opening signal, a DDTSW (driver demand switch) signal, an accelerator pedal signal, a brake switch signal, a power mode option, in addition to various signals from the pressure sensor 94 and the rotation speed detectors 98, 102, and 106. Various signals such as a signal and a shift lever position signal are input, and the continuously variable transmission 2 is controlled.

The control section 108 controls the solenoid valve 6 for the line pressure control valve so as to control the gear ratio and the disengagement of the hydraulic clutch 34 in various control modes according to various signals input thereto.
4. Control the operation of the solenoid valve 74 for the primary pressure control valve and the solenoid valve 84 for the clutch pressure control valve.

The function of the input signal input to the control unit 108 will be described in detail. (1) Shift lever position signal... Required for each range by P, R, N, D, L, etc. range signals (2) Throttle opening signal: Detects engine torque from a memory previously input into the program, determines target ratio or target engine speed (3), DDTSW (driver demand) Switch) signal: Detects the driver's will based on the accelerator pedal depressed state, and determines the control method when driving or starting. (4) Idle position signal: When the throttle is in the fully closed state where the throttle opening is the idling position. By detecting and correcting the throttle opening sensor, the reliability of control is improved (5). Brake switch signal ... Detects whether or not the brake pedal is depressed and determines the control direction, such as disengagement of the hydraulic clutch. (6) Power mode option signal… .Sports (or economy) performance of the vehicle
There is an option to use it.

The control unit 108 controls the hydraulic clutch 3
There are four basic patterns for controlling the clutch pressure of No. 4. The basic pattern is as follows: (1) Neutral mode... When the shift position is N or P and the hydraulic clutch is completely disengaged, the clutch pressure is the minimum pressure (zero). (2), Hold mode. Alternatively, when the accelerator pedal is released with R and there is no driving intention, or when it is desired to decelerate during running and cut off the transmission of the engine torque, the clutch pressure is low enough to make contact with the hydraulic clutch (3), start mode (special) When starting (normal start mode) or when disengaging the hydraulic clutch after disengagement of the hydraulic clutch (special start mode), the clutch pressure prevents the internal combustion engine from rising and smoothes the vehicle. Appropriate depending on the engine generated torque (clutch input torque) that can operate Level (4), drive mode: When the vehicle shifts to a complete running state and the hydraulic clutch is completely engaged, the clutch pressure is of four high levels that can afford enough to withstand the engine torque.

As described above, in the continuously variable transmission 2, the control unit 108 controls the operation of the solenoid valve 64 for the line pressure control valve, the solenoid valve 74 for the primary pressure control valve, and the solenoid valve 84 for the clutch pressure control valve. By increasing or decreasing the groove width between the pulley pieces 14, 16, 18, 20 of the driving pulley 4 and the driven pulley 6 by hydraulic pressure, the turning radius of the belt 8 wound around the pulleys 4, 6 is increased or decreased. And a hydraulic clutch 34 that is continuously coupled to and disengaged by hydraulic pressure.

In such a continuously variable transmission 2, the continuously variable transmission 2 has a hydraulic clutch 34 that is controlled to be disengaged and controlled according to the engine torque calculated from the throttle opening THR. A start mode NST in which the hydraulic clutch 34 is engaged when the vehicle (not shown) equipped with the continuously variable transmission 2 is started or a state in which the hydraulic clutch 34 is engaged again after the hydraulic clutch 34 is disengaged;
The control unit 108 includes a drive mode DRV that controls the gear ratio according to an error between the target engine speed NESPRF and the actual engine speed NE in a state where the hydraulic clutch 34 after the ST is completely engaged. When the vehicle on which the continuously variable transmission 2 is mounted is operated by the control unit 108, the control mode shifts to the drive mode DRV during the start mode NST and after the start mode NST, and is a predetermined time. Until the machine stop time TCUTI has elapsed, control is performed so as to prohibit driving of the auxiliary equipment of the engine mounted on the vehicle.

That is, the start control in the continuously variable transmission 2 is a torque control. The continuously variable transmission 2 performs start control by controlling the clutch pressure, which is the hydraulic pressure of the hydraulic clutch 34, with respect to the input engine torque. Therefore, in the start control, it is preferable to accurately grasp the input engine torque, and it is preferable that the input engine torque does not fluctuate.

In this start control, immediately after the control mode shifts to the drive mode DRV during the start mode NST and after the start mode NST, an error between the target engine speed NESPRF of the shift control and the actual engine speed NE is obtained. Due to the large size, the shift control is unstable.
At this time, if the driving state of the auxiliary machine changes to the operating state or the stopped state, as shown in FIG. 5, the engine torque input to the continuously variable transmission 2 fluctuates, the shift control is disturbed, and a shock occurs.

Therefore, when the vehicle on which the continuously variable transmission 2 is mounted is operated by the control unit 108, the control mode shifts to the drive mode DRV during the start mode NST and to the drive mode DRV after the start mode NST, and the control mode changes to the predetermined mode. Until the auxiliary equipment stop time TCUTI, which is a time, elapses, control is performed to prohibit driving of the auxiliary equipment.

The engine (not shown) includes
For example, as shown in FIG. 2, an air conditioner compressor 110 of an air conditioner and an EGR solenoid valve 11 of an EGR device are provided.
2 etc. are provided. The air conditioner compressor 110 and the EGR solenoid valve 112 are cut off from the supply of power from the battery 118 by the compressor drive transistor 114 and the EGR solenoid valve drive transistor 116, and the drive state is changed between an operating state and a stopped state. .

Therefore, in this embodiment, an auxiliary cut relay 120 is provided between the battery 110 and the compressor 110 for the air conditioner or the EGR solenoid valve 112, and the cut relay 120 for the auxiliary is controlled by the control unit. 108 and is provided. The auxiliary device cut relay 120 is normally turned off so that the compressor 110 and the E
The compressor 110 and the EGR solenoid valve 112 are electrically connected between the GR solenoid valve 112 and the battery 118 to be supplied with power and controlled to be turned on at the time of starting operation of the vehicle.
And the battery 118 is disconnected to stop the supply of power.

Thus, when the vehicle is started, the control unit 108 sets the drive mode DR during the start mode NST and the drive mode DR after the start mode NST.
Until the transition to V, the auxiliary equipment cut relay 120 is controlled to ON to inhibit the driving of the auxiliary equipment of the engine until the auxiliary equipment stop time TCUTI has elapsed.
The GR solenoid valve 112 is stopped.

Next, control of the continuously variable transmission 2 will be described.

The continuously variable transmission 2 controls the line pressure, the primary pressure, and the clutch pressure by the control unit 108, and the pulley pieces 14 of the driving pulley 4 and the driven pulley 6
By increasing or decreasing the groove width between 1618 and 20 by hydraulic pressure, the rotational radius of the belt 8 wound around the pulleys 4 and 6 is increased or decreased to continuously change the gear ratio, and the hydraulic clutch 34 is disengaged.

The continuously variable transmission 2 is controlled as shown in FIG. 3 at the time of starting operation of the vehicle.

Referring to FIG. 3, when the vehicle is started and the control is started (200), control unit 108 determines whether the control mode is drive mode DRV (20).
2) Do it.

If the determination (202) is NO and the drive mode is not the DRV, the auxiliary equipment stop timer TCUT is set to "
O "(204), and it is determined whether or not the normal start mode NST or the special start mode SST is present (206).

If the determination (206) is YES and the operation is in the normal start mode NST or the special start mode SST, the auxiliary device cut relay 120 is turned on.
(208) Compressor 110 for air conditioner and EGR
The solenoid valve 112 is stopped, and the process returns (210).

If the determination (202) is YES and the drive mode is DRV, the time counted by the auxiliary equipment stop timer TCUT is compared with the auxiliary equipment stop time TCUTI, which is a predetermined time, to make a determination (212).

In this decision (212), TCUT <
If the auxiliary equipment stop time TCUTI has not elapsed in TCUTI, the timer of the auxiliary equipment stop timer TCUT which sets TCUT to TCUT + 1 is continued (214), and the air conditioner compressor 110 is turned on by turning on the auxiliary equipment cut relay 120 (208). And the EGR solenoid valve 112 is stopped, and the process returns (210).

In the judgment (212), TCUT ≧
If the auxiliary machine stop time TCUTI has elapsed in TCUTI, the auxiliary machine cut relay 120 is turned off (216) and the air conditioner compressor 110 or the EGR solenoid valve 112 is turned off.
Is made operable, and the process returns (210). In addition,
If the judgment (206) is NO, the normal start mode N
If it is not ST or the special start mode SST, the auxiliary machine cut relay 120 is turned off (216) to make the air conditioner compressor 110 and the EGR solenoid valve 112 operable, and the process returns (210).

In this way, as shown in FIG. 4, when the vehicle is started, the control mode is changed to a state in which the hydraulic clutch 34 is engaged when the vehicle starts, or after the hydraulic clutch 34 is released, as shown in FIG. During the start mode NST in which the hydraulic clutch 34 is engaged, and in a state in which the hydraulic clutch 34 is completely engaged after the start mode NST, the gear ratio is set to the target engine speed NESP.
The mode shifts to the drive mode DRV in which control is performed in accordance with the error between RF and the actual engine speed NE, and the auxiliary equipment stop time TC
Until the UTI has elapsed, the auxiliary device cut relay 120 is controlled to be ON so as to prohibit the driving of the air conditioner compressor 110 and the EGR solenoid valve 112, which are the auxiliary devices of the engine, so as to be stopped.

As a result, the air conditioner compressor 110 and the EGR solenoid valve 112 are driven until the control mode shifts to the drive mode DRV during the start mode NST and to the drive mode DRV after the start mode NST and the auxiliary equipment stop time TCUTI elapses. Since the control mode is prohibited, the normal start mode NST, the special start mode SST, and the drive mode DR are in the middle of the control mode.
In the middle of V, air conditioner compressor 110 and E
The driving state of the GR solenoid valve 112 does not change to the operating state or the stopped state, and it is possible to prevent a transient engine torque fluctuation due to the change in the driving state.

Therefore, a smooth start control can be achieved by preventing a transient engine torque fluctuation during the control mode. In addition, since the change in the driving state of the auxiliary equipment such as the air conditioner compressor 110 is prohibited, the smooth start control can be achieved without being affected by the machine difference or the state difference. Further, the normal start mode NST, the special start mode SST, and the drive mode DRV which are in the middle of the control mode.
Can respond to transient engine torque fluctuations in the middle, stabilize shift control, and avoid deterioration of starting feeling and running feeling without generating a shock.

Furthermore, the present invention can be applied to lock-up control of an automatic transmission having a lock-up function other than the continuously variable transmission 2, for example.

Further, in this embodiment, the prohibition of the change of the driving state of the air conditioner compressor 110 and the EGR solenoid valve 112, which are the auxiliary machines, is simultaneously controlled, but they may be controlled individually.

[0059]

As described above, according to the present invention, during the start operation of the vehicle, the control mode is the start mode in which the clutch is engaged when the vehicle starts or the clutch is engaged again after disengagement of the clutch. A predetermined time after shifting to a drive mode in which the clutch after the start mode is completely engaged and the gear ratio is continuously controlled in accordance with an error between the target engine speed and the actual engine speed. Until the time elapses, by controlling to prohibit the driving of the auxiliary machine, it is possible to prevent a transient engine torque fluctuation during the start mode and the drive mode during the control mode.

For this reason, it is possible to prevent transitional fluctuations in engine torque in the middle of the control mode, thereby achieving smooth start control. In addition, since the change in the driving state of the auxiliary machine is prohibited, smooth start control can be achieved without being affected by the machine difference or the state difference.
Furthermore, it can respond to transitional engine torque fluctuations during the start mode and drive mode during the control mode, stabilizing the shift control without generating a shock, starting feeling and running feeling. Can be avoided.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a continuously variable transmission showing an embodiment of the present invention.

FIG. 2 is a main part configuration diagram of a control unit of the present invention.

FIG. 3 is a flowchart of control according to the present invention.

FIG. 4 is a timing chart of control according to the present invention.

FIG. 5 is a timing chart of control showing a conventional example.

[Explanation of symbols]

 2 Continuously Variable Transmission 4 Driving Pulley 6 Driven Pulley 8 Belt 34 Hydraulic Clutch 108 Control Unit 110 Compressor for Air Conditioner 112 EGR Solenoid Valve 118 Battery 120 Auxiliary Device Cut Relay

────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁷ Identification symbol FIF16H 63:06 (56) References JP-A-4-365618 (JP, A) JP-A-1-153349 (JP, A) JP-A-63-162322 (JP, A) JP-A-62-191214 (JP, A) JP-A-62-219872 (JP, A) JP-A-3-97550 (JP, U) JP-A-3-1817 ( JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48

Claims (1)

(57) [Claims] 1. The gear ratio is continuously changed by increasing or decreasing a groove width between respective pulley portions of a driving pulley and a driven pulley by hydraulic pressure to increase or decrease a rotation radius of a belt wound around the pulleys. in continuously variable transmissions for, slot
Coupling and disconnection according to the engine torque calculated from the
It has a disengaged clutch.
When the vehicle equipped with the continuously variable transmission
The clutch is disengaged or the clutch is released.
Start mode in which the clutch is engaged again after disengagement
Mode and the clutch after the start mode are completely connected.
The gear ratio is set to the target engine speed.
Control according to the error between the engine speed and the actual engine speed
The control mode shifts to the drive mode during the start mode and after the start mode when the vehicle equipped with the continuously variable transmission is started. A start control device for a continuously variable transmission, wherein control means is provided for controlling the driving of engine accessories mounted on the vehicle until a predetermined time has elapsed.