JP3915442B2 - Shift control system for continuously variable transmission with manual shift mode - Google Patents

Description

[0001]
[Industrial application fields]
The present invention relates to a transmission control system for a continuously variable transmission having a manual transmission mode.
[0002]
[Prior art]
In Japanese Patent Laid-Open No. 11-13870, in addition to the automatic transmission mode in which the transmission ratio is automatically controlled to the optimum transmission ratio according to the driving state, the driver can freely select the transmission stage, A continuously variable transmission having a manual transmission mode capable of shifting similar to a manual transmission is disclosed.
[0003]
[Problems to be solved by the invention]
In the above prior art, the gear ratio of each gear stage is not fixed in the manual gear shift mode, and the gear ratio is changed to the higher side as the input rotational speed of the transmission increases, so that the upshift is performed in a high rotation region. The reduction amount of the transmission input rotational speed when the engine is performed, that is, the reduction amount of the engine rotational speed, is reduced to reduce the shock due to the acceleration step. In addition, since the amount of decrease in the engine rotation speed can be reduced, the engine is less likely to come off the power band, and there is an effect that the torque drop due to the upshift is reduced.
[0004]
However, even an upshift when the input rotational speed of the transmission is high does not necessarily continue the acceleration by depressing the accelerator, and there may be an upshift to stop the acceleration and to coast. . In this case, if the amount of decrease in the engine speed is small, the engine noise may be a concern, or if the accelerator speed is off and the engine speed is high, the engine brake may be effective, and it is better to reduce the engine speed faster. It may be preferable. In addition, when the vehicle is decelerated without shifting, the engine speed does not fall easily in the high speed region in the above speed change characteristic, which may give the driver a sense of incongruity.
[0005]
The present invention has been made in view of such a technical problem, and when an upshift operation is performed during acceleration in a high rotation region, the reduction in engine rotation speed is suppressed to ensure good acceleration performance, and the high rotation region. When an upshift operation is performed when the engine is not being accelerated or not accelerating, the engine speed is sufficiently reduced to reduce engine noise and prevent excessive engine braking.
[0006]
[Means for solving problems]
  According to a first aspect of the present invention, there is provided a transmission control system for a continuously variable transmission with a manual transmission mode, wherein means for detecting an input rotational speed of the continuously variable transmission, means for detecting an operation amount of an accelerator pedal, and an upshift operation are provided. Means for detecting whether or not an operation has been performed, and in the manual shift mode, when an upshift operation is performed when the transmission input rotational speed is lower than a predetermined high rotational speed or the accelerator is not depressed, The transmission ratio of the continuously variable transmission is controlled based on a normal transmission line with a fixed transmission ratio, and the upshift operation is performed while the transmission input rotational speed is higher than a predetermined high rotational speed and the accelerator is depressed. Shift control means for controlling the gear ratio of the continuously variable transmission based on an acceleration shift line in which the gear ratio of each gear stage is set lower than the normal shift line. ,The acceleration shift line is set to approach the normal shift line at the same gear as the vehicle speed increases.It is characterized by this.
[0008]
  First2The invention of the1In the invention, when the accelerator pedal is returned during the shift control by the acceleration shift line, the shift line is corrected to a shift line fixed at a speed ratio at the time of accelerator return. Is.
[0009]
  First3The invention of the2In this invention, when the accelerator pedal is returned during the shift control by the acceleration shift line, the low speed side is fixed at the speed ratio at the time of the accelerator return, and the high speed is changed from the vehicle speed at the time of the accelerator return. The side is characterized in that the shift line is modified so as to coincide with the acceleration shift line set when the accelerator is returned.
[0010]
  First4The invention of the1To the second3In this invention, since the acceleration shift line corresponds to a rotational speed lower than the predetermined high rotation speed in the normal shift line in the lower shift stage, the highest transmission in the normal shift line in the same shift stage. It is characterized by connecting up to a point corresponding to the input rotation speed with a straight line.
[0011]
[Action and effect]
  Therefore, according to the first aspect of the present invention, when an upshift operation is performed at a high speed while the accelerator is depressed, the gear ratio of each gear stage is an acceleration that is lower than the normal shift line as the shift line after the upshift. Since the time shift line is set (see FIG. 2), the reduction amount of the engine rotation speed at the time of upshift can be suppressed to be small, and the engine can be prevented from coming off from the power band. In addition, when an upshift operation is performed after the end of acceleration, the normal shift line is used instead of the acceleration shift line, so that the amount of decrease in engine rotation speed can be increased, engine rotation noise, and engine brake action. Can be prevented from becoming stronger.
In addition, when the speed ratio of each speed stage of the acceleration speed change line is a fixed speed change ratio, the above effect can be obtained by upshifting from the normal speed change line to the acceleration speed change line. When the upshift from the acceleration shift line to the acceleration shift line is performed, the above effect will fade, but the acceleration shift line is set so that the speed ratio of the normal shift line approaches the speed ratio as the vehicle speed increases. Thus, the above-described effect can be obtained even when upshifts are continuously performed during acceleration in a high rotation region (see FIG. 8).
[0013]
  The second2The second3According to the invention, even when the speed change control is performed using the acceleration shift line, when the accelerator is returned and the vehicle is decelerated, the engine speed can be reduced in accordance with the reduction in the vehicle speed. It is possible to realize deceleration without any sense of incongruity. In addition3According to the invention, when the vehicle is accelerated again from this state, the shift to the original speed change line is performed, and the shift control is performed. Therefore, the amount of decrease in the engine rotation speed when the upshift is performed can be suppressed to a small amount. .
[0014]
In addition, since the acceleration shift line corresponds to a rotational speed lower than a predetermined high rotational speed in the normal shift line one step below, it corresponds to the maximum input rotational speed of the transmission in the normal shift line of the same shift stage. If the point is connected to a straight line (see FIG. 5), an upshift is performed at a speed higher than a predetermined high speed, and the engine speed is always changed when shifting from the normal speed change line to the acceleration speed change line. Depression occurs and a moderate upshift feeling is obtained.
[0015]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.
[0016]
FIG. 1 shows a schematic configuration of a transmission control system for a continuously variable transmission with a manual transmission mode according to the present invention. The transmission ratio control system includes a continuously variable transmission 4 and a CVT control unit 1 for controlling the transmission ratio. Composed.
[0017]
The continuously variable transmission 4 includes a transmission mechanism unit 17 connected to an engine (not shown) via a forward / reverse switching mechanism 10 and a torque converter 11, a hydraulic control unit 3 that controls supply of hydraulic pressure to the transmission mechanism unit 17, and hydraulic pressure. And a step motor 2 for driving a shift control valve (not shown) in the control unit 3. The transmission mechanism portion 17 is a V-belt type continuously variable transmission mechanism including a pair of variable pulleys 5 and 6 that can change the pulley groove width and a V-belt 7 that is wound around the variable pulleys 5 and 6. The gear ratio can be changed steplessly by changing the pulley groove width.
[0018]
The shift control valve in the hydraulic control unit 3 is driven according to the angular position of the step motor 2, and the hydraulic pressure supplied to the hydraulic cylinders 8 and 9 provided on the back of the movable conical plates of the variable pulleys 5 and 6 is adjusted. The As a result, the pulley groove widths of the variable pulleys 5 and 6 are reciprocally changed, and the speed ratio of the speed change mechanism portion 17 is changed.
[0019]
The CVT control unit 1 includes an accelerator pedal operation amount detected by an accelerator operation amount sensor 12, a position of a select lever 13 s detected by an inhibitor switch 13, and a transmission input rotation speed (detected by an input rotation speed sensor 15). = Engine rotation speed), the transmission output rotation speed detected by the output rotation speed sensor 16, and the like. In the automatic transmission mode, the CVT control unit 1 calculates an optimum transmission ratio (target transmission ratio) in the current traveling state based on these signals, and the actual transmission ratio of the transmission mechanism unit 17 becomes the target transmission ratio. The gear ratio command value is calculated so as to approach. The gear ratio command value is converted to an angular position command value by the CVT control unit 1 and then output to the step motor 2.
[0020]
In addition, when the driver operates the select lever 13s to the manual shift gate 13m, the driver can freely switch the gear position by operating the select lever 13s forward (+ side) or backward (− side). Switch to the shift mode.
[0021]
In the manual shift mode, several shift stages (1st to 6th speed in this embodiment) are set in advance like the stepped manual transmission, and the shift stage can be freely selected by the driver's select lever operation. can do. The continuously variable transmission 4 is controlled so that the gear ratio corresponding to the selected gear stage is realized. The gear ratio corresponding to each gear position is determined with reference to a shift map for manual transmission mode (FIG. 2) that defines the relationship between the output rotational speed and the input rotational speed of the transmission. Note that the shift speed may be switched by operating a switch provided on the steering wheel.
[0022]
In the shift map for manual shift mode, as shown by solid lines (1) to (6) in the figure, the normal shift line is set so as to have a predetermined gear ratio for each shift stage. For example, when an upshift operation is performed during acceleration at a transmission input rotational speed Nin of 5000 rpm or higher), the amount of decrease in the transmission input rotational speed Nin and the engine rotational speed is suppressed, and the engine is removed from the power band. The shift line after the upshift is switched to an acceleration shift line indicated by broken lines (2) 'to (6)' in the figure so as not to deviate. The acceleration shift line is set for each of the two or more speeds, and the gear ratio set by the acceleration shift line at each gear is lower than the gear ratio set by the normal shift line at the same gear. It is set to be the side (large side).
[0023]
It should be noted that both the normal shift line and the acceleration shift line are variable so that the transmission input rotational speed Nin is not lower than a predetermined low rotational speed (for example, 1000 rpm) except for the first speed at a certain vehicle speed or lower. This is because the rotational stability of the engine decreases when the transmission input rotational speed Nin, that is, the engine rotational speed decreases and approaches the idle rotational speed, and the transmission is forcibly changed to the low side by changing the transmission ratio to the low side. The input rotation speed Nin is maintained at a predetermined value or higher.
[0024]
FIG. 3 is a flowchart showing the contents of the shift control in the manual shift mode. This flow is repeatedly executed at a predetermined cycle in the CVT control unit 1 when the select lever 13s is at the manual shift gate 13m. The shift map shown in FIG. 2 is used.
[0025]
This will be described. First, in steps S1 and S2, it is determined whether the select lever 13s is operated to the upshift side or the downshift side. When it is determined that the operation is performed on the upshift side, the process proceeds to step S3. When it is determined that the operation is performed on the downshift side, the process proceeds to step S7. When neither the upshift side nor the downshift side is operated, that is, when the select lever 13s is at the neutral position of the manual shift gate 13m, the process proceeds to step S8 while keeping the current shift line.
[0026]
In step S3, which has been proceeded as if it was operated to the upshift side, it is determined whether the vehicle is currently accelerating based on the accelerator pedal operation amount APO. In step S4, it is determined whether the transmission input rotational speed Nin is within a predetermined high rotational speed range. To be judged. If the accelerator operation amount APO is accelerating larger than the predetermined amount APOH, and the transmission input rotational speed Nin is higher than the predetermined rotational speed NinH (for example, 5000 rpm) and is in a predetermined high rotational speed region, the process proceeds to step S5 to change the speed. The line is set to the acceleration shift line for the upper shift stage. In other cases, the routine proceeds to step S6, where the shift line is set to the normal shift line of the upper shift stage. On the other hand, in step S7, which is determined to have been operated to the downshift side, the shift line is set to the normal shift line for the lower shift stage.
[0027]
In step S8, the gear ratio of the continuously variable transmission 4 is controlled using the shift line set in steps S5 to S7.
[0028]
Next, the effect of performing the above-described shift control will be described with reference to FIG. In the following description, each position in FIG. 4 determined from the transmission output rotation speed Nout and the transmission input rotation speed Nin is referred to as a shift operation point. The slope of the straight line connecting the speed change operation point and the origin O becomes the speed ratio of the continuously variable transmission 4, and the speed ratio of the continuously variable transmission 4 changes to the low side as the slope increases.
[0029]
For example, during acceleration at a point A where the transmission input rotational speed Nin in FIG. 4 is higher than the predetermined high rotational speed NinH, the select lever 13s is operated to the + side and an upshift from the second speed to the third speed is performed. Think about the case.
[0030]
When the present invention is not applied, the third-speed normal shift line (3) indicated by the solid line in the figure is set as the shift line after the upshift, so the shift operation point after the shift is on the normal shift line (3). Move to point B. However, in this case, since the amount of decrease in the transmission input rotational speed Nin before and after the shift is large, there is a possibility that the engine rotational speed decreases and the engine falls out of the power band, and the amount of decrease in the engine torque is large. There is a possibility of giving the driver a feeling of acceleration step and a feeling of poor acceleration.
[0031]
On the other hand, when the present invention is applied, the third speed acceleration shift line (3) 'shown by the broken line in the figure is set as the shift line after the upshift, and the shift operation point is changed from the point A to the point B'. Transition. As a result, the amount of decrease in rotational speed before and after the shift becomes smaller than when the normal shift line is set as the shift line after the upshift, and the vehicle can continue to accelerate well.
[0032]
On the other hand, when the upshift operation is performed after the acceleration is completed, the shift is performed using the normal shift line instead of the acceleration shift line, and therefore the amount of decrease in the engine rotation speed is determined using the acceleration shift line. Compared to the above, it is possible to increase the engine speed and to suppress noise caused by an increase in the engine speed, and to prevent the engine brake from becoming stronger than necessary.
[0033]
As described above, according to the present invention, in the manual shift mode, the shift line is switched depending on whether the vehicle is accelerating during traveling in the high speed rotation range, so that the upshift operation is performed during acceleration in the high rotation range. In addition, it is possible to ensure a good acceleration performance when the engine is driven and to reduce the engine noise by reducing the engine speed when an upshift operation is performed when the vehicle is not accelerating in a high speed region, thereby preventing excessive engine braking.
[0034]
By the way, in the above-described embodiment, the gear ratio of each shift stage of the acceleration shift line is fixed except in the low rotation region near the idle rotation. However, if the gear ratio of each shift step is fixed, acceleration is being performed in the high rotation region. If the upshift is continuously performed, the effect of the present invention may not be sufficiently obtained.
[0035]
For example, in FIG. 4, during the acceleration at the shift operation point A, the first upshift operation is performed to shift to the shift operation point B ′, and then the acceleration is continued to shift to the shift operation point C ′ for the second time. When the upshift operation is performed, the shift operation point shifts to the shift operation point D 'on the acceleration shift line {circle around (4)}. At this time, the amount of decrease in the transmission input rotational speed Nin is the normal shift. This is equivalent to the descending amount (shifting operation point C → D) when the line is used, and the effect of the present invention cannot be sufficiently obtained.
[0036]
The second embodiment described below is a further improvement of the above-described embodiment, and solves the above problem by making the gear ratio variable even in the acceleration shift line. Specifically, in this embodiment, the acceleration shift line is set to the low side with respect to the normal shift line, and further changes to the high side as the vehicle speed (output rotation speed) increases, thereby changing the normal shift line. Set to approach.
[0037]
FIG. 5 shows a shift map for manual shift mode when the gear ratio of the acceleration shift line is variable. Solid lines (1) to (6) are normal shift lines and broken lines (2) to (6). Indicates a shift line for acceleration.
[0038]
As shown in this figure, the acceleration shift line is set to the low side with respect to the normal shift line, but the acceleration shift line is a predetermined input on the normal shift line at the next lower shift stage. Shift operation corresponding to the maximum input rotation speed (for example, 7000 rpm) of the normal shift line at the same shift stage from the shift operation point corresponding to the rotation speed that is lower than the rotation speed NinH (for example, 5000 rpm) by a predetermined rotation speed dN (for example, 1000 rpm). Set to a line connecting up to a point.
[0039]
For example, the second-speed acceleration shift line {circle around (2)} is from a shift operation point E corresponding to a rotational speed that is lower by a predetermined rotational speed dN than a predetermined high rotational speed NinH of the first-speed normal transmission line {circle around (1)}. It is set so as to extend to a shift operation point E ′ corresponding to the maximum input rotation speed of the second speed normal shift line (2). The acceleration speed change lines {circle around (3)} to {circle around (6)} of other speed stages are set in the same manner. As a result, the acceleration shift line is not only set to the low side with respect to the normal shift line, but is also set to approach the normal shift line at the same shift stage as the output rotational speed (vehicle speed) increases. .
[0040]
Further, when the accelerator pedal is returned and the vehicle decelerates when the shift control is being performed using this acceleration shift line, the acceleration shift line of the shift stage at the time of the accelerator return is corrected, and the vehicle speed at that time is corrected. The low speed side is set to the shift line connecting the shift operation point and the origin when the accelerator is returned. This is because when the acceleration shift line is used as it is, the transmission input rotational speed and the engine rotational speed do not readily decrease, which may cause the driver to feel uncomfortable.
[0041]
FIG. 6 shows the contents of the shift control at this time, and this flow is repeatedly executed at a predetermined cycle in the CVT control unit 1 when the select lever 13s is at the manual shift gate 13m. The shift map shown in FIG. 5 is used.
[0042]
To explain this, first, in steps S11 and S12, it is determined based on the select lever position signal whether the driver has operated the select lever to the upshift side or the downshift side. When operated on the upshift side, the process proceeds to step S13. When operated on the downshift side, the process proceeds to step S17. When operated on neither the upshift side nor the downshift side, the process proceeds to step S20.
[0043]
In steps S13 and S14, it is determined whether the vehicle is accelerating in a predetermined high rotation region. If the accelerator operation amount APO is larger than the predetermined amount APOH and the transmission input rotational speed Nin is higher than a predetermined rotational speed NinH (for example, 5000 rpm), it is determined that the vehicle is accelerating in a predetermined high rotational region, and the process proceeds to step S15. The shift line is set to the acceleration shift line one level higher. Further, “1” is set in each of the flags F1 and F2. When "1" is set in both the flags F1 and F2, it indicates that the shift control is being performed based on the acceleration shift line.
[0044]
If the accelerator operation amount APO is smaller than the predetermined amount APOH and not accelerating or is lower than the transmission input rotational speed Nin, the process proceeds to step S16, where the shift line is set to the normal shift line that is one step higher, and the flags F1, F2 Is set to “0”. When "0" is set in both the flags F1 and F2, it indicates that the shift control is being performed based on the normal shift line.
[0045]
On the other hand, in step S17, the shift line is set to the normal shift line one step below, and "0" is set to the flags F1 and F2.
[0046]
In step S20, it is determined whether the flag F1 is “1”. When the flag F1 is “1”, that is, when the shift control is performed based on the acceleration shift line, the process proceeds to step S21. In step S21, it is determined whether the vehicle is decelerating based on the accelerator operation amount APO, and if it is determined that the accelerator operation amount APO is smaller than a predetermined value APOL, the process proceeds to step S22. In step S22, a corrected shift line that is currently set as a shift line is set as a new shift line. Further, “0” is set in the flag F1. When the flag F1 is “0” and the flag F2 is “1”, this indicates that the shift control is performed based on the corrected shift line.
[0047]
As shown in FIG. 7, the speed change is corrected by making the low speed side a straight line connecting the speed change operation point F and the origin when viewed from the vehicle speed at the time of returning the accelerator, and the speed ratio at the time of returning the accelerator is maintained even during deceleration. To be corrected. On the other hand, the shift line on the high speed side as viewed from the vehicle speed when the accelerator is returned is set to coincide with the acceleration shift line set when the accelerator is returned. Therefore, the corrected shift line is bent at the shift operation point F when the accelerator is returned.
[0048]
In step S23, it is determined whether the flag F2 is “1”. When the flag F2 is “1”, that is, when the speed change control is being performed on the acceleration speed change line or the corrected speed change line, the process proceeds to step S24, and it is determined whether the speed ratio matches the speed change ratio of the normal speed change line. Is done. If they match, the process proceeds to step S25, the shift line is set to the normal shift line, and "0" is set to the flag F2. The processes in steps S23 to S25 are for returning from the shift control based on the acceleration shift line or the corrected shift line to the shift control based on the normal shift line.
[0049]
In step S18, the gear ratio of the continuously variable transmission 4 is controlled using the shift line set in steps S15 to S17 or step S25.
[0050]
Next, the effect of performing the above-described shift control will be described with reference to FIGS. In FIG. 8 to FIG. 11, both the normal shift line and the acceleration shift line are indicated by dotted lines in order to make it easy to understand how the shift operation point changes.
[0051]
FIG. 8 shows that the transmission input rotational speed Nin is equal to or higher than the predetermined rotational speed NinH, and the upshift operation from the 3rd speed to the 4th speed was performed during the acceleration, and further the upshift operation was performed from the 4th speed to the 5th speed during the acceleration. This shows the situation. According to the above speed change control, since acceleration is being performed in the high rotation region, (4) and (5) for acceleration are set as the 4th speed and 5th speed shift lines. The amount of decrease in the transmission input rotational speed can be suppressed not only at the time of upshifting to, but also at the time of subsequent upshifting from the fourth speed to the fifth speed.
[0052]
Further, the acceleration shift line is lower by a predetermined rotational speed dN than the predetermined input rotational speed NinH of the normal shift line of the shift stage before the upshift, and the maximum input rotational speed of the normal shift line of the shift stage after the upshift. Therefore, even when the transmission input rotation speed at which the amount of decrease in the engine rotation speed during the upshift is the smallest is the predetermined rotation speed NinH, the engine rotation speed is decreased. As a result, a drop in the engine speed always occurs at the time of upshift, and an appropriate upshift feeling can be obtained.
[0053]
FIG. 9 shows the state when the accelerator pedal is returned and the upshift operation is performed from the 3rd speed to the 4th speed while the transmission input rotational speed Nin is equal to or higher than the predetermined rotation NinH. In this case, since the shift control is performed using the normal shift line (4) rather than the acceleration shift line (4), the amount of decrease G of the transmission input rotational speed Nin is set to the acceleration shift line (4). It can be made larger than the descending amount G ′ when used, lowering the engine rotation speed to reduce engine noise and avoiding excessive engine braking.
[0054]
FIG. 10 shows a state in which the accelerator pedal is returned after an upshift operation from the third speed to the fourth speed during acceleration at a predetermined rotation NinH or more. In this case, the shift line on the low speed side is corrected in view of the shift operation point when the accelerator is returned, and the shift operation point is displaced so that the gear ratio at that time is maintained. As a result, even when the shift line for acceleration is used, when the accelerator is returned, the transmission input rotational speed and the engine rotational speed can be reduced, and an increase in engine noise and excessive engine braking can be avoided.
[0055]
Further, when re-acceleration is performed from the state shown in FIG. 10, the shift control is performed using the corrected shift line until the shift operation point returns to the shift operation point when the accelerator is returned as shown in FIG. After returning to the shift operation point when the accelerator is returned, the shift control is performed again according to the acceleration shift line {circle around (4)} before correction. As a result, the gear ratio gradually changes to the high side, and the amount of decrease in engine rotation speed when an upshift operation is further performed can be suppressed to a small value.
[0056]
Therefore, also in this embodiment, as in the previous embodiment, in the upshift during acceleration in the high rotation region, the shift control is performed using the acceleration shift line set to the low side from the normal shift line, The amount of decrease in engine rotation speed during shifting can be suppressed to reduce torque drop due to upshifts. Also, when you want to finish acceleration and upshift, shift control is performed using the normal shift line.In this case, the amount of decrease in engine rotation speed can be increased, engine noise is reduced and engine braking is more than necessary. It can be prevented from becoming stronger.
[0057]
Further, in this embodiment, in addition to the above-described effect, the acceleration shift line is set so as to approach the gear ratio of the normal shift line as the vehicle speed increases, so that even when the upshift operation is continuously performed, The effect is obtained, and the drivability in the manual transmission mode can be further improved.
[0058]
The embodiment of the present invention has been described above, but the above embodiment is merely an example of the configuration to which the present invention is applied, and the technical scope of the present invention is not limited to the above configuration. Further, although the case where the present invention is applied to a belt type continuously variable transmission has been described, the present invention can also be applied to a continuously variable transmission of another type such as a toroidal type continuously variable transmission. .
[Brief description of the drawings]
FIG. 1 is an overall configuration diagram of a shift control system for a continuously variable transmission with a manual shift mode according to the present invention.
FIG. 2 is an example of a shift map for manual shift mode.
FIG. 3 is a flowchart showing details of shift control in a manual shift mode.
FIG. 4 is a diagram for explaining shift control in a manual shift mode.
FIG. 5 is another example of a shift map for manual shift mode (second embodiment).
FIG. 6 is a flowchart showing the contents of another example of the shift control in the manual shift mode.
FIG. 7 is a diagram for explaining shift line correction processing;
FIG. 8 is a diagram for explaining shift control in a manual shift mode.
FIG. 9 is a diagram for explaining shift control in a manual shift mode.
FIG. 10 is a diagram for explaining shift control in a manual shift mode.
FIG. 11 is a diagram for explaining shift control in a manual shift mode.
[Explanation of symbols]
1 CVT control unit
4 continuously variable transmission
12 Accelerator operation amount sensor
13 Inhibitor switch
13s select lever
13m manual shift gate
15 Input rotation speed sensor
16 Output rotation speed sensor

Claims (4)

In a transmission control system for a continuously variable transmission with a manual transmission mode,
Means for detecting an input rotational speed of the continuously variable transmission;
Means for detecting the amount of operation of the accelerator pedal;
Means for detecting whether an upshift operation has been performed;
In the manual shift mode, when an upshift operation is performed when the transmission input rotational speed is lower than a predetermined high rotational speed or the accelerator is not depressed, a normal shift line in which the gear ratio of each shift stage is fixed The transmission ratio of the continuously variable transmission is controlled based on the transmission speed, and when the transmission input rotational speed is higher than a predetermined high rotational speed and an upshift operation is performed while the accelerator is depressed, Shift control means for controlling a gear ratio of the continuously variable transmission based on an acceleration shift line set to a lower side than the shift line for transmission;
Equipped with a,
The speed change control system is characterized in that the acceleration speed change line is set so as to approach the normal speed change line at the same gear as the vehicle speed increases .   2. The structure according to claim 1, wherein when the accelerator pedal is returned during the shift control by the acceleration shift line, the shift line is corrected to a shift line fixed at a speed ratio at the time of returning the accelerator. The shift control system described.   When the accelerator pedal is returned during the shift control using the acceleration speed change line, the low speed side is fixed at the speed ratio when the accelerator is returned and the high speed side is set when the accelerator is returned. 3. The shift control system according to claim 2, wherein the shift line is corrected so as to coincide with the accelerated shift line.   The acceleration shift line corresponds to a rotational speed that is lower than the predetermined high rotational speed in the normal shift line in the next lower shift stage, so that the transmission maximum input rotational speed in the normal shift line in the same shift stage. The transmission control system according to any one of claims 1 to 3, wherein a point corresponding to is connected by a straight line.

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