JP3424505B2 - Transmission control device for continuously variable transmission - Google Patents

Description

Detailed Description of the Invention

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for a continuously variable transmission, and more particularly to improvement of a shift control device having a manual shift mode.

2. Description of the Related Art As a continuously variable transmission used in a vehicle,
Conventionally, belt type and toroidal types have been considered, and in these speed change control devices for continuously variable transmissions, vehicle speed VSP
In addition to the automatic shift mode in which the target gear ratio i * is determined according to the throttle opening TVO (or accelerator opening),
Similar to the conventional manual transmission, one having a manual mode for setting a predetermined target gear ratio is known. This is to set the target gear ratio of the continuously variable transmission according to the shift position of the shift lever so that the driver can select a desired gear ratio regardless of the vehicle speed VSP and the throttle opening TVO. . On the other hand, as an automatic transmission having a gear type speed change mechanism, as a manual mode, there are a manual mode changeover switch for switching between the automatic speed change mode and the manual mode in conjunction with the operation of a shift lever, and an UP switch and a DOWN switch that operate in the manual mode. It is conventionally known that each of them is provided and the gear ratio (gear stage) is relatively changed according to the operation of the shift lever. This is a manual mode changeover switch operated by operating the shift lever from the automatic shift mode "D". By switching from OFF to ON, the manual mode becomes the same as the conventional manual transmission. In this state, if the shift lever is stroked to the "+" side, the UP switch is turned ON and the upshift is commanded. Similarly, if the shift lever is stroked to the "-" side, the DOWN switch C is turned on and a downshift is commanded, and the gear ratio is changed relative to the current gear ratio (such a gear shift control is hereinafter referred to as sequential shift). Even in a shift control device of a continuously variable transmission capable of continuously changing the gear ratio,
In addition to the automatic shift mode, the above sequential shift can be realized as a manual mode,
For example, when the number of gear stages GP in the manual mode is 6th, target gear ratios i (1) to i
(6) is set in advance, and the target gear ratio i (n) is sequentially and relatively switched in accordance with the above-described operation of the shift lever to the "+" or "-" side. In the manual mode, the target gear ratio i that is manually determined
According to (n), the operation can be performed in the same manner as the gear stage of the conventional manual transmission. In such a manual mode operation, a step difference in the vehicle acceleration occurs due to the difference in the gear ratio when upshifting or downshifting, and the driver recognizes that the gearshift has been performed, and at the same time, the driver shifts his or her gear. You can enjoy sporty driving by getting a sense of acceleration step difference in response to the operation. As a known document of an automatic transmission provided with this kind of manual mode, there is, for example, Japanese Patent Laid-Open No. 60-256664.

By the way, in the control device for a continuously variable transmission equipped with the above-mentioned manual mode, the above-mentioned feeling of acceleration step changes greatly depending on the vehicle speed range, so that it can be used only in a specific vehicle speed range. There is a problem that a comfortable driving feeling cannot be obtained. This point will be described below with reference to the drawings. FIG. 7 shows the relationship between the rotation speed (primary pulley rotation speed) on the input shaft side and the vehicle speed of the continuously variable transmission in which the first to sixth speeds are set in the manual mode. . In the figure, the range of the 2nd to 5th speeds, which are frequently used in daily driving in urban areas, is the normal vehicle speed range or the normal speed range. Now, for example, if the shift-up from the second speed to the third speed is performed, the rotation decreases while the vehicle speed remains substantially constant based on the difference in the gear ratio at this time, and the above-described acceleration step occurs. If the gear ratio difference between the second speed and the third speed is set so that the acceleration difference at this time becomes an appropriate amount in the above-mentioned normal range, the shift-up is performed in the vehicle speed range lower than the normal range. When the vehicle is operated, the acceleration level difference becomes smaller as shown in A of the figure, and in this case, the driver does not feel the manual shift operation and feels an unsatisfactory operation feeling. Further, when shifting up in a vehicle speed range higher than the normal range, the acceleration step may be excessively large as shown in B of FIG. . In order to solve this problem, it is conceivable to set more gear ratios in the manual gear shift mode so that the driving force difference becomes smaller, but if this is the case, the gear shift operation must be performed frequently this time. Driving becomes annoying. Although such a problem is a problem peculiar to the manual transmission, the present invention focuses on the characteristics of the continuously variable transmission in which the gear ratio can be freely adjusted, and it is possible to obtain an appropriate shift feeling regardless of the vehicle speed. An object of the present invention is to provide a shift control device for a multi-speed transmission.

A first aspect of the present invention, as shown in FIG. 8, is an automatic shift control means A for setting a target gear ratio of a continuously variable transmission according to a driving state of a vehicle, and a driver. A manual shift control means C for setting a target gear ratio of the continuously variable transmission to one of a plurality of preset shift speeds based on a signal from a manual shift command means B operated by the automatic shift control means. A shift control device for a continuously variable transmission, comprising a shift mode switching means D for selectively switching A and a manual shift control means C by a driver's operation. A gear ratio adjusting means E is provided for reducing the target gear ratio of at least one set of adjacent gears among them, as the vehicle speed increases .
Further, the gear ratio adjusting means sets the target gear ratio to the vehicle speed.
If multiple types of characteristics that decrease with
In addition, it is possible to selectively switch to one of the characteristics by the driver's operation.
The manual gear shift characteristic switching means is provided. A second invention is that the gear ratio adjusting means E of the first invention has a characteristic that the target gear ratio is gradually reduced every time the vehicle speed reaches a predetermined set value. . The third invention is the above.
The gear ratio adjusting means E of the first aspect of the invention is provided with a characteristic that continuously reduces the target gear ratio as the vehicle speed increases .
It A fourth invention is a transmission gear ratio adjusting means E of the first invention.
Has a characteristic that the target gear ratio is reduced according to the increase of the vehicle speed only for a plurality of predetermined low-speed gear stages .
I shall . The fifth aspect of the present invention is, as the gear ratio adjusting means E of the above-mentioned respective aspects, provided with a characteristic that does not change the target gear ratio regardless of the vehicle speed for all the shift stages. First
According to a sixth aspect of the invention, the gear ratio adjusting means E of the first aspect of the invention changes the variable gear ratio characteristic that makes the target gear ratio smaller as the vehicle speed increases, and changes the target gear ratio for all gears regardless of the vehicle speed. The fixed gear ratio characteristic is set so that the fixed gear ratio characteristic is selected when the engine load state is larger than a predetermined reference value. First
According to a seventh aspect of the present invention, in the gear ratio adjusting means E of the above-mentioned respective inventions, the change in the input shaft side rotational speed of the continuously variable transmission due to the gear shift is constant regardless of the vehicle speed for at least one adjacent gear set. Set to.

According to the operation and effect] above Symbol inventions, the target gear ratio becomes smaller as vehicle speed increases during the course of the acceleration at the time of operation in the shift mode by the manual shift control means. That is, the rate of increase in vehicle speed with respect to increase in engine speed increases as the vehicle speed increases. In this case, as the shift characteristic line of the continuously variable transmission, the slope becomes gentler in the higher vehicle speed range, and the interval between the characteristic lines of the adjacent shift stages in the primary pulley rotation speed direction does not become so large even in the high vehicle speed range ( (See FIG. 3). This means that the change in the primary pulley rotation speed when shifting up in the high vehicle speed range, that is, the acceleration step does not become so large as compared with the low vehicle speed range. Therefore, it is possible to improve the feeling of gear shifting operation by keeping the acceleration step in an appropriate range in a wide vehicle speed range extending around the normal range. Furthermore, in the present invention,
With multiple types of characteristics that change the target gear ratio,
Selective switching to any characteristic by driver's operation
It has a manual shift characteristic switching means. For example, each
It is equipped with a number of characteristics like the invention, and operates one of them
It can be selected according to the taste of the person. Of course, multiple characteristics
One of the characteristics is to set the target gear ratio as in the fifth invention.
The speed position of the fixed gear ratio that does not change regardless of the vehicle speed only
It is possible to provide a gear shift characteristic according to . Second
According to the characteristic of the invention of (1) , since the target gear ratio is reduced stepwise as the vehicle speed increases, the number of target gear ratios to be set is limited, and the control is simple and easy. Third invention
According to the characteristic (1) , the target gear ratio is continuously reduced as the vehicle speed increases, so that a smoother feeling of acceleration can be obtained. First
According to the characteristic of the invention of 4, the target gear ratio is reduced in accordance with the increase of the vehicle speed only for a plurality of predetermined low speed gear stages, and the target gear ratio is fixed for the other high gear stages other than the above. It becomes a linearized characteristic. This allows
It is possible to improve the feeling of operation at a relatively low shift speed, which is often used in sporty travel, and to secure an acceleration force at a high speed that requires a driving force or tends to have a relatively insufficient driving force. According to the sixth aspect of the present invention, the variable gear ratio characteristic that reduces the target gear ratio in accordance with the increase of the vehicle speed and the fixed gear ratio characteristic that does not change the target gear ratio regardless of the vehicle speed are provided for all the shift stages. For example, the fixed gear ratio characteristic is selected when the engine load state represented by the throttle opening degree or the rate of change thereof is larger than a predetermined reference value. According to this, while improving the feeling of gear shift operation in the operating state in which the load required is comparatively low, the driving force is ensured in the high vehicle speed range in the operating state where the load is large, and good power performance is obtained. Can be demonstrated. In the seventh aspect of the invention, since the input shaft side rotation speed of the continuously variable transmission during manual shifting is constant regardless of the vehicle speed, a more natural shift operation feeling can be obtained.

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below. FIG. 1 shows a vertical sectional structure of a continuously variable automatic transmission to which the present invention can be applied. To explain this, the engine output shaft 10 has a torque converter 12 as a hydraulic transmission device.
Are connected. A fluid coupling may be used instead of the torque converter 12 as the fluid transmission. The torque converter 12 includes a lock-up clutch 11, and controls the hydraulic pressures of the converter chamber 12c and the lock-up oil chamber 12d reciprocally, thereby mechanically connecting the pump impeller 12a on the input side and the turbine runner 12b on the output side. Can be connected or disconnected. The output side of the torque converter 12 is the rotary shaft 1
3, the rotary shaft 13 is connected to the forward / reverse switching mechanism 15. The forward / reverse switching mechanism 15 is the planetary gear mechanism 1.
9, a forward clutch 40, a reverse brake 50 and the like. The output side of the planetary gear mechanism 19 has a rotary shaft 13
Is connected to a drive shaft 14 which is coaxially fitted to the outside. The drive shaft 14 is provided with a primary pulley 16 of a belt type continuously variable transmission 17. The continuously variable transmission 17 includes the primary pulley 16, the secondary pulley 26, the V belt 24 that transmits the rotational force of the primary pulley 16 to the secondary pulley 26, and the like. The primary pulley 16 has a fixed conical plate 18 that rotates integrally with the drive shaft 14, and a V-shaped pulley groove that is disposed so as to face the fixed conical plate 18 and that acts on the primary pulley cylinder chamber 20 by the hydraulic pressure applied to the drive shaft 14. The movable conical plate 22 is movable in the axial direction. In this case, the primary pulley cylinder chamber 20 is composed of two chambers, a chamber 20a and a chamber 20b, and has a larger pressure receiving area than a secondary pulley cylinder chamber 32 described later. The secondary pulley 26 is provided on the driven shaft 28. The secondary pulley 26 has a fixed conical plate 30 that rotates integrally with the driven shaft 28, a V-shaped pulley groove that is disposed so as to face the fixed conical plate 30 and that acts on the secondary pulley cylinder chamber 32 by hydraulic pressure that acts on the secondary shaft 28. And a movable conical plate 34 that is movable in the axial direction. Driven shaft 2
A drive gear 46 is fixed to the drive gear 8.
6 is in mesh with the idler gear 48 on the idler shaft 52. The pinion gear 54 provided on the idler shaft 52 meshes with the final gear 44. The final gear 44 drives a propeller shaft or a drive shaft reaching a wheel (not shown) via a differential device 56. The torque input from the engine output shaft 10 to the continuously variable automatic transmission described above is applied to the torque converter 12 and the rotary shaft 1.
3 is transmitted to the forward / reverse switching mechanism 15, the forward clutch 40 is engaged, and the reverse brake 50 is released, the planetary gear mechanism 19 that is in an integrally rotating state is used to rotate the rotary shaft. The rotational force of 13 is transmitted to the drive shaft 14 of the continuously variable transmission 17 in the same rotational direction, while the forward clutch 40 is released and the reverse brake 50 is released.
When is fastened, the rotational force of the rotary shaft 13 is transmitted to the drive shaft 14 by the action of the planetary gear mechanism 19 in a state where the rotating direction is reversed. The rotational force of the drive shaft 14 is the primary pulley 16, the V belt 24, the secondary pulley 26,
The driven shaft 28, the drive gear 46, the idler gear 48, the idler shaft 52, the pinion gear 54, and the final gear 4
4 is transmitted to the differential device 56. When both the forward clutch 40 and the reverse brake 50 are released, the power transmission mechanism is in a neutral state. When transmitting power as described above, the movable conical plate 2 of the primary pulley 16
2 and the movable conical plate 34 of the secondary pulley 26 are moved in the axial direction to change the contact position radius with the V-belt 24, whereby the rotation ratio between the primary pulley 16 and the secondary pulley 26, that is, the gear ratio (both pulley ratio) You can change. For example, if the width of the V-shaped pulley groove of the primary pulley 16 is increased and the width of the V-shaped pulley groove of the secondary pulley 26 is reduced, the contact position radius of the V belt 24 on the primary pulley 16 side becomes smaller, and the secondary V of the V belt 24 on the pulley 26 side
Since the contact position radius of the belt becomes large, a large gear ratio can be obtained. If the movable conical plates 22 and 34 are moved in the opposite directions, the gear ratio is reduced contrary to the above.
Such primary pulley 16 and secondary pulley 2
The control for changing the width of the V-shaped pulley groove 6 is performed by the primary pulley cylinder chamber 20 through the control system described below.
(20a, 20b) or hydraulic control to the secondary pulley cylinder chamber 32. FIG. 2 shows functions of the basic gear ratio control of the continuously variable automatic transmission including the functions of the automatic gear shift control means, the manual gear shift control means, the gear shift mode switching means, and the gear ratio adjusting means of the present invention. The outline of the control system has is shown. Note that, in FIG. 2, the same reference numerals are given to the mechanical parts corresponding to those in FIG. Hereinafter, this control system will be described focusing on the part related to the present invention. In the figure, 101 is an electronic control unit including a microcomputer, and 102 is a hydraulic control unit including various hydraulic control valves. In this control system, the control means of the continuously variable automatic transmission is mainly the electronic control unit 1.
01 and the hydraulic control unit 102.
The electronic control unit 101 is a central processing unit 1 that performs control calculation processing.
01A, an input unit 101B that converts various operating state signals from the engine and the vehicle into a processable format and supplies them to the central processing unit 101A, and hydraulic control based on control signals from the central processing unit 101A. The output unit 101C outputs various signals. The input unit 101B has a water temperature signal S1, a throttle opening signal S2, an engine rotation signal S3, an ABS (antilock brake system) used by a control module 103 for electronically controlling the fuel injection amount and ignition timing of the engine 100. ABS actuation signal S4 from control device 104, braking signal S5 issued when the braking device of the vehicle is actuated, selector lever 1
The selector position signal S6 issued from the inhibitor switch, the rotation speed signal S7 of the primary pulley 16, the rotation speed signal S8 of the secondary pulley 26, etc. are input as signals indicating the operation position of 05, and these signals are subjected to central calculation as necessary. Supply to the section 101A. Central processing unit 101A
Is composed of a shift control unit 106, a line pressure control unit 107, and a lockup control unit 108, which calculates a control signal using a predetermined signal required from the various signals described above, and drives a step motor which constitutes an output unit 101C. Circuit 109,
By driving the line pressure solenoid drive circuit 110 and the lockup solenoid drive circuit 111, the gear ratio, the line pressure, and the lockup clutch 11 of the continuously variable transmission 17 are driven.
To control. Specifically, the shift control unit 106 outputs a control signal to the step motor drive circuit 109 so that the shift is performed according to a predetermined pattern according to the engine load (TVO) represented by the throttle opening, the vehicle speed, and the like. To do. Based on this control signal, the step motor drive circuit 109 drives the step motor 113 connected to the shift control valve 112 of the hydraulic control unit 102. That is, the step motor 113 controls the shift control valve 112 so that the target gear ratio corresponding to the signal from the step motor drive circuit 109 is obtained.
Is driven to reciprocally increase or decrease the line pressure supplied to the primary pulley cylinder chamber 20 and the secondary pulley cylinder chamber 32 (see FIG. 1). The displacement of the primary pulley 16, that is, the gear ratio is fed back to the gear shift control valve 112 via the link 114, and when the target gear ratio corresponding to the position of the step motor 113 is reached, the hydraulic pressure to the pulley cylinder chambers 20, 32 is increased. The distribution is stabilized and stabilized at the target gear ratio. On the other hand, the line pressure solenoid drive circuit 110 controls the position of the line pressure solenoid 115 of the hydraulic control unit 102 in accordance with a control signal from the drive circuit 110, and accordingly, the line pressure solenoid 115 is controlled by a hydraulic pump (not shown). Is adjusted to a target appropriate line pressure through a modifier (pressure control valve) 116 and a regulator (constant pressure valve) 117 and supplied to the shift control valve 112 or the pulleys 16 and 26. Further, the lockup control unit 108 performs hydraulic control so that the lockup clutch 11 is engaged, for example, when the vehicle speed becomes equal to or higher than a predetermined value, and is released when the vehicle speed becomes equal to or lower than the predetermined value. In addition, in FIG.
Reference numeral 0 denotes a manual control valve that is interlocked with a selector lever 105, which is a manual gear shift command means, and is controlled according to the position of the manual control valve 120 to a specific gear ratio or gear shift pattern designated by the driver (manual gear shift mode). ), Or a state in which a shift ratio is automatically controlled to a gear ratio determined by the electronic control unit 101 according to a driving state (automatic shift mode)
The circuit of the hydraulic control unit 102 is switched to. The above is an example of the continuously variable transmission to which the present invention can be applied, and the present invention adjusts the target gear ratio of each gear when the continuously variable transmission is used in the manual shift mode. Thus, the gist is to adjust the acceleration level difference during the shift operation so that a good shift operation feeling can be obtained.
Next, this point will be described in detail with reference to a shift characteristic diagram and the like. FIG. 3 shows a shift control characteristic line according to the first embodiment of the present invention. As shown in the figure, in this shift control, the shift speeds by manual shift are six speeds of the first to sixth speeds. However, the gear ratio of each speed is not fixed, and is stepwise every time a predetermined set vehicle speed is reached in the process of accelerating as shown in the figure.
It is set such that the target gear ratio is reduced by one step for the shift speeds equal to or higher than the speed. FIG. 4 shows an example of a method for realizing such a shift characteristic. In this control, first, in step (denoted by reference numeral S. The same applies hereinafter), which of the manual shift mode and the automatic shift mode has been selected by the driver based on the position detection of the selector lever 105 described above. To be judged. The manual shift mode is a mode in which the driver operates with fixed shift characteristics according to the shift speed selected by the driver, and the automatic shift mode is a mode in which the shift ratio is automatically determined according to the vehicle speed, engine load, and the like. When the manual shift mode is not selected, the control is performed in the automatic shift mode. In this case, as described above, the gear ratio of the vehicle is automatically determined from the start to the maximum speed. On the other hand, when the manual shift mode is selected, the driver next shift speed command position (in this case, any of the first speed to sixth speed determined according to the position of the manual shift valve 120). , The throttle opening TVO as the representative load value, the vehicle speed, the current pulley ratio ip, etc. are detected or read (S2). Next, it is judged whether it is a variable ratio condition or a fixed ratio condition (S3). The variable ratio condition is a condition (S4) that uses a characteristic that the target gear ratio ip 'is changed small as the vehicle speed increases, as shown in FIG. On the other hand, the fixed ratio condition is a condition (S5) in which the target gear ratio ip 'is determined according to the fixed linear characteristic. This is based on the assumption that one of the manual shift modes can be selected according to the driver's intention.
In addition to this, the throttle opening TVO or its change rate ΔT
It is also possible to adopt a configuration in which one of the conditions is automatically selected according to the engine load state such as VO. Further, the control may be such that the driver learns what shift characteristic to select under what driving condition and automatically switches the shift characteristic based on the learning result. The switching of these characteristics can be easily realized by forming a plurality of maps on the memory so that a predetermined target gear ratio ip 'can be obtained according to the throttle opening and the vehicle speed. In this way, the target gear ratio ip '
Is determined, then this is compared with the current pulley ratio ip (S6). If ip = ip ', the actual gear ratio is the same as the target value. Therefore, in order to maintain the gear ratio, ip' is directly changed. It outputs to a ratio control part (S7-S8). On the other hand, if ip ≠ ip ', this means that the target value ip' and the current pulley ratio ip are immediately after the automatic shift mode is switched to the manual shift mode or immediately after the up / down shift is performed in the manual shift mode. Is not usually matched, the gear ratio of the closest gear stage to the current ip at that time is set as the target gear ratio ip 'and output (S8-S).
9). By repeating such control, the gear ratio in the manual gear shift mode in which the pulley ratio shown in FIG. 3 is variable at each gear is set. Based on the target gear ratio ip 'thus determined, the gear change control unit 106 drives the step motor 113 and the gear change control valve 112 while feeding back the position of the primary pulley 16 as described above, and drives the actual pulley. The gear ratio control is performed so that the ratio becomes the target value. Next, the effect of the variable gear ratio control in the manual shift mode will be described with reference to FIG. As shown in the figure, the target gear ratio decreases as the vehicle speed increases in the course of acceleration during the operation in the manual speed change mode, and as a result, the slope of the continuously variable transmission becomes steeper as the vehicle speed range increases. Therefore, the interval between the characteristic lines of the adjacent gears in the primary pulley rotation speed direction does not become so large even in the high vehicle speed range. Further, in the low vehicle speed range, by increasing the gear ratio, the rotational speed difference between adjacent gears relatively increases. That is, according to this shift characteristic, when the upshift from the second speed to the third speed in the figure is taken as an example, the change A of the primary pulley rotation speed when the upshift is performed in the low vehicle speed range.
Does not become too small as compared with the change C in the normal range, and the primary pulley rotation speed change B does not become too large when shifting up in the high vehicle speed range. Therefore, it is possible to secure an appropriate acceleration step in a wide vehicle speed range and to provide a comfortable shift operation feeling. Next, the shift characteristics according to the second and third embodiments of the present invention shown in FIGS. 5 and 6 will be described. In FIG. 3, the target gear ratio is gradually reduced as the vehicle speed increases, whereas in FIG. 5, the target gear ratio is continuously reduced as the vehicle speed increases. Thus, the feeling of acceleration at each gear is changed more smoothly. It should be noted that the primary pulley rotation speed direction interval between the characteristic lines of adjacent gears may be set to be constant so that the change in rotation speed on the primary pulley side during the manual gear shift is constant. On the other hand, in the one shown in FIG. 6, the target gear ratio is changed in a small direction according to the increase of the vehicle speed only for the first to third speeds, which are the low speed gears, and the target gear ratio is changed to the target gear ratio for the fourth speed and higher speeds. The gear ratio has a fixed linear characteristic. As a result, the operational feeling at the relatively low shift speed that is frequently used in sporty traveling is improved as described above, while it is relatively large at the high speed stage where the driving force tends to be required or the driving force tends to be relatively insufficient. The gear ratio is maintained in the high speed range to ensure sufficient acceleration. The characteristic as shown in FIG. 6 may be provided by setting such that the change of the gear ratio with respect to the increase of the vehicle speed becomes smaller as the shift speed becomes higher.

[Brief description of drawings]

FIG. 1 is a vertical sectional view of an example of a continuously variable automatic transmission to which the present invention can be applied.

FIG. 2 is a control system diagram of the continuously variable automatic transmission shown in FIG.

FIG. 3 is a shift characteristic diagram according to the first embodiment of the present invention.

FIG. 4 is a flowchart showing the control contents of the above embodiment.

FIG. 5 is a shift characteristic diagram according to a second embodiment of the present invention.

FIG. 6 is a shift characteristic diagram according to a third embodiment of the present invention.

FIG. 7 is a shift characteristic diagram of a conventional manual shift mode.

FIG. 8 is a diagram corresponding to the claims of the present invention.

[Explanation of symbols]

A Automatic shift control means B Manual shift command means C Manual shift control means D shift mode switching means E Gear ratio adjusting means 10 Engine output shaft 11 Lockup clutch 12 Torque converter 12a Pump impeller 12b turbine runner 12c converter room 12d lock-up oil chamber 13 rotation axis 14 Drive shaft 15 Forward / reverse switching mechanism 16 primary pulley 17 continuously variable transmission 18 Fixed conical plate 19 Planetary gear mechanism 20 Primary pulley cylinder chamber 20c spring 22 Movable conical plate 24 V belt 26 Secondary pulley 28 Driven shaft 30 fixed conical plate 32 Secondary pulley cylinder chamber 32c spring 34 Movable conical plate 40 Forward clutch 44 Final Gear 46 drive gear 48 idler gear 50 reverse brake 52 idler axis 54 pinion gear 56 Differential 101 electronic control unit 101A Central processing unit 101B input section 101C output section 102 Hydraulic control unit 103 Engine control module 104 ABS control device 105 Selector lever 106 shift control unit 107 line pressure controller 108 Lockup control unit 109 step motor drive circuit 110 line pressure solenoid drive circuit 111 Lock-up solenoid drive circuit 112 Shift control valve 113 step motor 114 links 115 line pressure solenoid 116 modifier 117 Regulator 118 Lockup solenoid 119 Lockup control valve 120 Manual control valve

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Claims (7)

(57) [Claims] 1. A continuously variable transmission based on a signal from an automatic speed change control means for setting a target speed ratio of a continuously variable transmission according to a driving state of a vehicle and a manual speed change command means operated by a driver. Manual shift control means for setting the target gear ratio to one of a plurality of preset shift speeds, and shift mode switching means for selectively switching the automatic shift control means and the manual shift control means by a driver's operation. In a continuously variable transmission gear shift control device including: a gear shift ratio that reduces the target gear ratio as the vehicle speed increases, for at least one set of gear shift stages that are adjacent to each other among the gear shift stages set by the manual gear shift control means. Equipped with adjustment means
And the gear ratio adjusting means sets the target gear ratio to the vehicle speed.
If multiple types of characteristics that decrease with
In addition, it is possible to selectively switch to one of the characteristics by the driver's operation.
The shift control device for a continuously variable transmission and having a manual shift characteristic switching means for obtaining. 2. The gear ratio adjusting means reduces the target gear ratio stepwise every time the vehicle speed reaches a predetermined set value.
The shift control device for a continuously variable transmission according to claim 1, characterized in that it comprises the characteristics. 3. The shift control device for a continuously variable transmission according to claim 1, wherein the gear ratio adjusting means has a characteristic of continuously reducing the target gear ratio as the vehicle speed increases. 4. The gear ratio adjusting means is provided with a characteristic that the target gear ratio is reduced in accordance with an increase in vehicle speed only for a plurality of predetermined low speed gear stages. Shift control device for continuously variable transmission. 5. The continuously variable transmission according to claim 1, wherein the gear ratio adjusting means has a characteristic that does not change the target gear ratio regardless of the vehicle speed for all the gear stages. Gear shift control device. 6. The gear ratio adjusting means has a variable gear ratio characteristic that makes the target gear ratio smaller as the vehicle speed increases, and a fixed gear ratio characteristic that does not change the target gear ratio regardless of the vehicle speed for all gears. The fixed gear ratio characteristic is selected when the engine load condition is larger than a predetermined reference value.
A gear change control device for a continuously variable transmission according to item 1. 7. The gear ratio adjusting means is set such that, at least for at least one set of adjacent gears, the change in the input shaft side rotational speed of the continuously variable transmission due to gear shifting is constant regardless of the vehicle speed. 7. The shift control device for a continuously variable transmission according to claim 1, wherein: