JP5295142B2 - Continuously variable transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a continuously variable transmission capable of selecting a more suitable variable speed ratio with a variable speed operation from a driver. <P>SOLUTION: The continuously variable transmission 1 includes continuously variable transmission mechanisms 40, 50, 60; a first variable speed operation part 112 to which a first variable speed operation is input; a second variable speed operation part 113 to which a second variable speed operation is input; and a variable speed control part 100 changing the variable speed ratios of the continuously variable transmission mechanisms according to the variable speed operation input from the first and second variable speed operation parts. The variable speed control part to which the variable speed ratios of a plurality of stages are set beforehand, performs speed change to the variable speed ratio of the next stage according to the first variable speed operation, and performs speed change to an intermediate variable speed ratio set in the middle between the variable speed ratio of the next stage and the variable speed ratio of the stage after the next stage according to the second variable speed operation. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a continuously variable transmission mounted on a vehicle such as an automobile, and more particularly to a continuously variable transmission capable of selecting a gear ratio according to an operation from a driver.

  As a transmission for shifting the output of a driving power source such as an engine of an automobile, the adoption of a continuously variable transmission having a good fuel consumption rate in actual driving is expanding. Such a continuously variable transmission performs an automatic shift that automatically sets a gear ratio according to the driving state of the vehicle and a torque request from the driver, and also includes a plurality of preset transmissions according to a shift operation from the driver. A device having a so-called manual mode in which any one of the gear ratios is selected has been proposed.

In the manual mode, generally, for example, a gear ratio of about 5 to 7 steps is set in advance, and the gear is sequentially shifted to the next gear ratio in accordance with a shift-up operation and a shift-down operation from the driver.
As a conventional technique related to a continuously variable transmission having such a manual mode, for example, in Patent Document 1, the minimum value of the input rotation speed is set according to the running resistance of the vehicle, and the input rotation speed is less than the minimum value. When the gear shifting operation is continuously performed, such a gear shifting operation is accepted.

  Further, in Patent Document 2, when there is no speed change operation and there is a braking request, the speed ratio is controlled so as to maintain a predetermined input rotation speed, and when the braking request decreases, the current speed ratio is maintained. A continuously variable transmission with a manual mode is described.

JP 2005-195158 A JP 2005-201320 A

In an existing continuously variable transmission with a manual mode, for example, when one is selected from 5 to 7 gear ratios, an appropriate gear ratio may not always be set according to various driving conditions.
For example, when shifting down to increase the engine speed for the purpose of improving acceleration from the corners or increasing the braking force by engine braking, the engine speed is sufficient by shifting down one stage. There was a case where the engine speed became too high when the gear was not shifted up and shifted down two steps.
An object of the present invention is to provide a continuously variable transmission capable of selecting an appropriate gear ratio by a gear shifting operation from a driver.

The present invention solves the above-described problems by the following means.
The invention according to claim 1 is a continuously variable transmission mechanism capable of increasing and decelerating the rotational output of a driving power source for an automobile and changing the gear ratio steplessly, and a first shift operation to which a first shift operation is input. A second shift operation unit to which a second shift operation performed simultaneously with the first shift operation or subsequent to the first shift operation is input, the first shift operation unit, and the first shift operation unit A continuously variable transmission including a transmission control unit that changes a transmission ratio of the continuously variable transmission mechanism according to a transmission operation input from the second transmission operation unit, wherein the transmission control unit has a plurality of transmission ratios. In addition to being set in advance, in response to the first speed change operation, the continuously variable speed change mechanism is caused to perform a speed change from the speed ratio at the start of the first speed change operation to the speed ratio of the next speed, and the second speed change mechanism. Depending on the operation, the continuously variable transmission mechanism is moved from the speed ratio at the start of the first speed change operation to A continuously variable transmission, characterized in that to perform the gear shift to the intermediate speed change ratio set in the middle of the transmission ratio and the successive transmission ratio stage.
According to this, when the speed change to the next stage is insufficient, the change amount of the speed ratio is insufficient, and when the speed is changed to the next stage, the change amount of the speed ratio becomes excessive. To an intermediate gear ratio can be selected, and an appropriate gear ratio can be selected.

According to a second aspect of the present invention, the first shift operation unit includes a shift lever operated by a driver, and the second shift operation unit includes a switch provided on the shift lever and operated by a finger of the driver. The continuously variable transmission according to claim 1, wherein the continuously variable transmission is provided.
According to this, the first speed change operation can be performed by moving the entire speed change lever, and at the same time, the second speed change operation can be input by a finger, and the first and second speed change operations can be easily and reliably performed. be able to.

According to a third aspect of the present invention, the shift lever is provided with a sensor for detecting the contact of the palm of the driver, and the shift control unit performs the second shift operation only when the sensor detects the contact of the palm. The continuously variable transmission according to claim 2, wherein the continuously variable transmission is received.
According to this, since the second speed change operation is accepted only when the driver is holding the speed change lever, it is possible to prevent an erroneous operation.

According to a fourth aspect of the present invention, when the first shift operation is input again after the first shift operation is completed, the shift control unit cancels the previous second shift operation. The continuously variable transmission according to any one of claims 1 to 3, wherein:
According to this, it is possible to perform a shift reflecting the driver's intention to select an arbitrary integer gear ratio by the first shift operation.

According to a fifth aspect of the invention, the second shift operation unit detects at least one of an operation force, an operation speed, and an operation acceleration of the second shift operation, and the shift control unit includes the operation force, The continuously variable transmission according to any one of claims 1 to 4, wherein a speed change speed of the speed change mechanism is increased in accordance with at least one increase in operation speed and operation acceleration. is there.
According to this, it can be reflected in the control of the transmission mechanism whether the driver intends to end the shift in a short time or whether the shift is intended with little shock or the like even if it takes a long time. Thus, gear shifting that is more faithful to the driver's intention can be performed.

According to a sixth aspect of the present invention, the shift control unit causes the shift mechanism unit to shift to the intermediate gear ratio only when the second shift operation is continued for a predetermined time or more. The continuously variable transmission according to any one of claims 1 to 5.
According to this, when the second speed change operation is mistakenly performed only for a short time, the erroneous operation can be more reliably prevented by not performing the speed change to the intermediate speed ratio according to the second speed change operation.

According to a seventh aspect of the present invention, the speed change control unit changes the intermediate speed ratio from the speed ratio side of the next stage to the speed ratio side of the next stage in response to an increase in the duration of the second speed change operation. The continuously variable transmission according to any one of claims 1 to 6, wherein the continuously variable transmission is shifted.
According to this, by shifting the intermediate speed ratio according to the duration of the second speed change operation, a more appropriate intermediate speed ratio reflecting the driver's intention can be selected.

The invention according to claim 8 is characterized in that the shift control unit sets the intermediate gear ratio to a predetermined upper limit value when the duration of the second shift operation is equal to or longer than a predetermined upper limit time. The continuously variable transmission according to claim 7.
According to this, even when the driver continues the second speed change operation for an excessively long time, the speed ratio can be prevented from changing without limit.

According to a ninth aspect of the present invention, the shift control unit causes the shift mechanism unit to shift to the next gear ratio when the duration of the second shift operation is equal to or greater than a predetermined threshold. The continuously variable transmission according to claim 7.
According to this, when the driver intends a gear shift with a greater gear ratio change than the intermediate gear ratio, an appropriate gear ratio can be selected by shifting to the next gear ratio.

According to a tenth aspect of the present invention, the second shift operation unit can input a plurality of steps or stepless input amounts, and the shift control unit sets the intermediate gear ratio according to the input amount. The continuously variable transmission according to any one of claims 1 to 6, wherein:
According to this, a desired intermediate speed ratio can be selected in a short time by changing the input amount of the second speed change operation unit.

According to an eleventh aspect of the present invention, the speed change control unit includes an intermediate speed ratio storage unit that holds a plurality of speed ratios set in advance as the intermediate speed ratio, and the plurality of speed ratios held in the intermediate speed ratio storage unit. The continuously variable transmission according to any one of claims 1 to 10, further comprising rewriting means for rewriting a gear ratio.
According to this, it is possible to select a more appropriate gear ratio by rewriting the setting of the intermediate gear ratio in accordance with the driver's preference and the use conditions specific to the vehicle.

According to a twelfth aspect of the present invention, the transmission control unit holds a plurality of combinations of a plurality of transmission ratios preset as the intermediate transmission ratio, and the user selects an arbitrary one from the combinations of the plurality of transmission ratios. The continuously variable transmission according to any one of claims 1 to 11, further comprising selection means.
According to this, when the user selects a combination of a plurality of gear ratios according to the traveling state or the like, it is possible to select an intermediate gear ratio that is more suitable for the traveling state and to perform an appropriate shift.

According to a thirteenth aspect of the present invention, there is provided acceleration detecting means for detecting at least one of deceleration acceleration, downhill acceleration, and lateral acceleration acting on the vehicle body, and the shift control unit has an acceleration detected by the acceleration detecting means having a predetermined value. 13. The continuously variable transmission according to claim 1, wherein in the case described above, shifting to the downshift side according to the second shifting operation is limited.
According to this, when the vehicle is likely to become unstable, for example, during braking, downhill, cornering, etc., the driving force or the braking force by the engine brake changes greatly due to the shift to the intermediate gear ratio. It is possible to prevent the vehicle from becoming unstable.

  As described above, according to the present invention, it is possible to provide a continuously variable transmission capable of selecting an appropriate speed ratio by a speed change operation from a driver.

It is a schematic diagram which shows the structure of Example 1 of the continuously variable transmission to which this invention is applied. It is an external appearance perspective view of the shift lever in the continuously variable transmission of FIG. It is a figure which shows the shift pattern of the shift lever in the continuously variable transmission of FIG. It is a figure which shows the gear ratio setting of the manual mode in the continuously variable transmission of FIG. FIG. 2 is a flowchart showing a downshift control in a manual mode in the continuously variable transmission of FIG. 1. FIG. It is a schematic diagram which shows the structure of Example 2 of the continuously variable transmission to which this invention is applied. It is a figure which shows the combination of the integer stage gear ratio and intermediate | middle gear ratio in the continuously variable transmission of FIG. It is a flowchart which shows the downshift control in the manual mode in Example 3 of the continuously variable transmission to which this invention is applied. It is an external appearance perspective view of the shift lever in Example 4 of the continuously variable transmission to which this invention is applied. It is an external appearance perspective view of the shift lever in Example 5 of the continuously variable transmission to which this invention is applied.

  An object of the present invention is to provide a continuously variable transmission capable of selecting an appropriate speed ratio by a speed change operation from a driver. In a continuously variable transmission with a manual mode in which a plurality of speed ratios are set, When the second shift operation is performed from the second shift operation unit following the first shift operation that is the upshifting / downshifting operation to the next gear ratio, the next step and the subsequent step It was solved by selecting the intermediate gear ratio.

  Embodiment 1 of a continuously variable transmission to which the present invention is applied will be described below. The continuously variable transmission according to the first embodiment is provided, for example, in an automobile such as a passenger car, and shifts (increases / decreases) the output of an engine and transmits the output to an AWD transfer, a differential device for front and rear axles, and the like.

  As shown in FIG. 1, the continuously variable transmission 1 includes a transmission case 10, a torque converter 20, a reverse mechanism 30, a primary pulley 40, a secondary pulley 50, a chain 60, a control valve 70, a transmission control unit 100, and the like. It is configured.

The transmission case 10 is a housing in which each mechanism portion of the continuously variable transmission 1 is accommodated. For example, the transmission case 10 is formed by casting aluminum alloy and performing predetermined machining.
A front end portion (end portion on the torque converter 20 side) of the transmission case 10 is fixed to a cylinder block of an engine (not shown).
Further, in the first embodiment, an AWD transfer and a front differential (not shown) are accommodated in the transmission case 10, and the continuously variable transmission 1 is configured as a so-called transaxle.
The AWD transfer distributes the output of the speed change mechanism (secondary pulley 50 in the case of the first embodiment) to the front wheel side and the rear wheel side. The AWD transfer is configured to include, for example, a planetary gear type center differential and a transfer clutch for limiting the differential thereof.
The front differential is a differential device that transmits the front wheel side output of the AWD transfer to the left and right front wheels and absorbs left and right differential rotation during turning.
Note that the rear wheel side output of the AWD transfer is transmitted to a rear differential (not shown) via a propeller shaft (not shown), and is distributed to the left and right rear wheels from here.

The torque converter 20 is a fluid coupling connected to a rear end portion of a crankshaft of an engine (not shown). The torque converter 20 includes a pump impeller connected to the engine side, a turbine runner driven by a fluid flow from the pump impeller and connected to the reverse mechanism unit 30 side, a stator disposed therebetween, and the like. Yes. Further, the torque converter 20 includes a lockup mechanism that restrains the differential rotation of the input / output unit during high-speed traveling or the like and substantially directly connects.
The reverse mechanism unit 30 includes a planetary gear set that reverses the output rotation of the torque converter 20 during reverse.

The primary pulley 40, the secondary pulley 50, and the chain 60 form a transmission mechanism of a chain type continuously variable transmission (CVT) in cooperation.
The primary pulley 40 and the secondary pulley 50 are provided adjacent to each other with the rotation center axes arranged in parallel. The chain 60 is stretched over the primary pulley 40 and the secondary pulley 50, and transmits power between them.
The primary pulley 40 is a drive pulley that drives the secondary pulley 50 via the chain 60. The primary pulley 40 is connected to the output side of the retracting mechanism unit 30.
The secondary pulley 50 is a driven pulley that is driven by the primary pulley 40 and the chain 60. The secondary pulley 50 is connected to the input side of the AWD transfer.

  The primary pulley 40 and the secondary pulley 50 each include a pair of tapered surfaces arranged to face each other in the axial direction, and the chain 60 is sandwiched by these tapered surfaces. Moreover, the primary pulley 40 and the secondary pulley 50 can change the effective diameter of a pulley steplessly and change a gear ratio continuously by changing the space | interval (sheave space | interval) of the taper surface which opposes.

  The control valve 70 is a unit of valves for adjusting various control oil pressures and flow rates in the continuously variable transmission 1.

The transmission control unit (TCU) 100 responds to an automatic mode for setting the CVT gear ratio based on the engine speed, the driver request torque based on the demand from the accelerator pedal, and the gear shift operation from the driver. A shift control unit having a manual mode for setting the transmission ratio of the CVT.
The transmission control unit 100 controls the control valve 70 of the continuously variable transmission 1 to control the gear ratio, lockup torque, transfer torque, etc., and switch between forward and reverse.
In the gear ratio control, the transmission control unit 100 controls the sheave interval of each pulley so that the gear ratio of the CVT becomes the target gear ratio while feeding back the actual gear ratio.

The transmission control unit 100 also includes a transmission ratio storage unit 101 that holds data relating to a combination of a plurality of transmission ratios in the manual mode.
The gear ratio in the manual mode will be described in detail later.

The transmission control unit 100 is connected to a shift lever 110 through which a driver inputs a range change operation and a manual shift operation.
FIG. 2 is an external perspective view of the shift lever 110.
The shift lever 110 includes a base 111, a lever 112, a sub switch 113, a contact sensor 114, and the like.

The base 111 is a part fixed to, for example, a center console, an instrument panel, or the like in the vehicle interior.
The lever portion 112 is provided so as to protrude upward from the base portion 111 and can swing back and forth and right and left around a pivot (not shown) provided in the base portion 111 along a shift pattern described below.
The lever portion 112 is a first shift operation portion to which a first shift operation is input.

The sub switch 113 is a push button switch provided at the front near the upper end of the lever 112. The sub switch 113 is a second shift operation unit to which a second shift operation is input.
The contact sensor 114 is provided at the upper end of the lever part 112 and is turned on when the driver grips the lever part 112.
The sub switch 113 and the contact sensor 114 are disposed at positions where they contact the fingers and palm, respectively, when the driver grips the lever portion 112 in a normal driving posture.
The sub switch 113 includes an operation force sensor that detects an operation force when the driver pushes the sub switch 113.

FIG. 3 is a diagram illustrating a shift pattern of the shift lever 110.
The shift pattern of the shift lever 110 includes a range selection area R1 and a manual mode area R2.
The range selection area R1 has a P position, an R position, an N position, and a D position.

  The P position is used when the vehicle is parked. When the P position is selected, the output shaft of the continuously variable transmission 1 is mechanically locked.

The R position is disposed at a position where the lever portion 112 of the shift lever 110 is sequentially moved from the P position to, for example, left, rear, and right.
The R position is used when the vehicle moves backward. When the R position is selected, the reverse mechanism unit 30 reverses the output of the torque converter 20, and the transmission mechanism unit composed of the primary pulley 40, the secondary pulley 50, and the chain 60 has its gear ratio fixed near the maximum deceleration side. The

The N position is arranged at a position where the lever portion 112 is sequentially moved to the right after the R position, for example.
The N position is used when the vehicle is temporarily stopped. When the N position is selected, the output shaft of the continuously variable transmission 1 is in a free state in which no driving force is transmitted.

The D position is disposed, for example, at a position where the lever portion 112 is moved later from the N position.
The D position is used for forward travel by automatic shifting. When the D position is selected, the gear ratio of the speed change mechanism is automatically set based on the operating state such as the engine speed and the driver request torque based on the request from the accelerator pedal.

The manual mode region R2 has an M position, a + (plus) position, and a-(minus) position.
In the manual mode region R2, the lever portion 112 of the shift lever 110 is biased by a spring element, and returns to the M position in a non-operating state (a state where the driver releases his hand).

The M position is arranged at a position where the lever portion 112 is moved, for example, to the right from the D position described above. Switching from the automatic transmission mode to the manual mode is performed by shifting from the D position to the M position.
The M position is a neutral position where the lever portion 112 of the shift lever 110 is positioned when the driver does not perform a speed change operation in the manual mode.

  In the plus position, the driver performs the first shift operation in the upshift direction. The plus position is arranged, for example, at a position where the shift lever 110 is moved forward from the M position.

In the negative position, the driver performs the first shift operation in the downshift direction. The minus position is arranged at a position where the shift lever 110 is moved later from the M position, for example.
The first speed change operation and the second speed change operation will be described in detail later.

Further, an indicator 120, an engine control unit (ECU) 210, a vehicle speed sensor 220, a longitudinal acceleration sensor 230, and a lateral acceleration sensor 240 are connected to the transmission control unit 100 directly or indirectly via an in-vehicle LAN or the like. .
The indicator 120 includes a display device that displays the number of gear ratios currently selected in the manual mode, and a sound output device that informs the driver that the gear shift has been performed during the gear shift. The

The engine control unit 210 comprehensively controls an engine (not shown) and its accessories. The engine control unit 210 provides the transmission control unit 100 with information related to the engine speed, operating conditions such as load, driver required torque, and the like.
The vehicle speed sensor 220 is provided in the hub portion of each wheel and outputs a vehicle speed signal corresponding to the rotational speed of the wheel.
The longitudinal acceleration sensor 230 detects longitudinal acceleration acting on the vehicle body.
The lateral acceleration sensor 240 detects lateral acceleration acting on the vehicle body.

Hereinafter, the gear ratio setting in the manual mode in the continuously variable transmission 1 of the first embodiment will be described.
FIG. 4 is a diagram showing the gear ratio setting in the manual mode. In FIG. 4, the horizontal axis indicates the vehicle speed, and the vertical axis indicates the engine speed.
The continuously variable transmission 1 is set with an integer gear ratio of, for example, six gears (1, 2,... 6 gears). The integer speed ratio of each stage is sequentially set from a low speed side (deceleration side) to a high speed side (speed increase side) at a predetermined step ratio.

In addition, an intermediate speed ratio is set in the middle of each integer speed ratio of the continuously variable transmission 1. In the case of the first embodiment, for example, two intermediate speed ratios are set between a certain integer speed ratio and the next speed ratio (upper or lower). Here, in order to facilitate understanding, the intermediate gear ratio between the Nth stage and the N + 1th stage is expressed as N + 0.3 stage and N + 0.7 stage from the Nth stage side. That is, 2.3 stages and 2.7 stages are set between the second stage and the third stage shown in FIG. Note that the number of stages below the decimal point is merely for convenience, and does not need to accurately reflect the actual gear ratio.
In the first embodiment, the intermediate gear ratio is set in steps between the integer gear ratios as described above. However, in the present invention, as in the third embodiment, the fifth embodiment, and the like described later. In addition, the intermediate speed ratio can be selected continuously and steplessly according to the mode of the second speed change operation from the driver.
In FIG. 4, the integer speed ratio and the intermediate speed ratio are respectively indicated by a solid line and a broken line (same in FIG. 7), but in FIG. 4, the intermediate speed ratio is between 2-3 speeds. Only illustrated.

Hereinafter, the shifting operation in the manual mode in the first embodiment will be described by taking the case of downshifting as an example.
FIG. 5 is a flowchart schematically showing the downshift control in the manual mode. Hereinafter, the steps will be described step by step.

<Step S01: Determination during traveling in manual mode>
If the lever portion 112 of the shift lever 110 is in the manual mode region R2, the transmission control unit 100 determines that the vehicle is traveling in the manual mode, and proceeds to step S02. On the other hand, when the lever portion 112 is in the range selection region R1, the series of processing ends (returns).

<Step S02: Determination of presence or absence of shift to minus position>
The transmission control unit 100 detects whether or not the shift from the M position to the minus position (first shift operation) is performed in the lever portion 112 of the shift lever 110, and when the shift to the minus position is performed. Advances to step S03. On the other hand, if the shift to the negative position has not been performed, a series of processing ends (returns).

<Step S03: Determination of Sub Switch On Operation Presence>
The transmission control unit 100 detects whether or not the sub switch 113 is turned on in the shift lever 110 while the contact sensor 114 is on. If both the contact sensor 114 and the sub switch 113 are turned on simultaneously with the shift of the lever portion 112 to the minus position or within a predetermined time after the shift ends, the process proceeds to step S05. On the other hand, if at least one of the contact sensor 114 and the sub switch 113 is OFF, it is determined that the driver does not intend to operate the sub switch 113, or that the operation is erroneous even if the sub switch 113 is operated. Proceed to S04.

<Step S04: Shift-down N stage → N-1 stage>
The transmission control unit 100 gives an instruction to the control valve 70 and performs a downshift to change the transmission ratio of the continuously variable transmission 1 from the transmission ratio corresponding to the N stage to the transmission ratio corresponding to the N−1 stage. For example, when the vehicle is traveling at the fourth speed shown in FIG. 4, a downshift to the third speed is performed.
At this time, the indicator displays the selected gear ratio and outputs a signal sound such as a buzzer sound.
Thereafter, the series of processing is terminated (returned).

<Step S05: Decrease G, Decline G, Lateral G Limit Value or Less>
The transmission control unit 100 calculates deceleration acceleration, descending plate acceleration, and lateral acceleration acting on the vehicle body based on the outputs of the vehicle speed sensor 220, the longitudinal G sensor 230, and the lateral G sensor 240.
For example, the deceleration acceleration is calculated based on the rate of change per hour of the vehicle speed detected by the vehicle speed sensor 220.
The descending plate acceleration is calculated by excluding the influence of the deceleration acceleration described above from the output of the longitudinal G sensor 230.
The lateral acceleration is calculated from the output of the lateral G sensor 240.
Then, when all of the deceleration acceleration, the descending plate acceleration, and the lateral acceleration are less than or equal to a preset limit value, the process proceeds to step S06, and when at least one exceeds the limit value, the process proceeds to step S04.

<Step S06: Subswitch-on duration timer operation>
The transmission control unit 100 starts a timer that measures the duration during which the sub switch 113 of the shift lever 110 is in the ON state, and resets the timer value t to zero. Thereafter, the process proceeds to step S07.

<Step S07: Timer Value t = T1 Determination>
The transmission control unit 100 determines whether or not the current timer value t is substantially equal to a predetermined value T1 that is set in advance. If the timer value t = T1, the process proceeds to step S08. On the other hand, if the timer value t ≠ T1, the process proceeds to step S09.

<Step S08: Shift-down N stage → N-1.3 stage>
The transmission control unit 100 issues an instruction to the control valve 70 and changes the gear ratio of the continuously variable transmission 1 to a gear ratio corresponding to N-1.3. For example, when the vehicle is initially traveling at the fourth speed shown in FIG. 4, a downshift to 2.7 speed is performed.
At this time, the indicator displays the selected gear ratio and outputs a signal sound. This signal sound is different from the above-described integer speed shift to allow the driver to recognize that the intermediate gear ratio has been selected.
Thereafter, the process proceeds to step S09.

<Step S09: Timer Value t = T2 Determination>
The transmission control unit 100 determines whether or not the current timer value t is substantially equal to T2 (T2> T1), which is a predetermined value set in advance. If the timer value t = T2, the process proceeds to step S11. . On the other hand, if the timer value t ≠ T2, the process proceeds to step S10.

<Step S10: Shift-down N stage → N-1.7 stage>
The transmission control unit 100 instructs the control valve 70 to change the gear ratio of the continuously variable transmission 1 to a gear ratio corresponding to N-1.7. For example, when the vehicle is initially traveling at the fourth speed shown in FIG. 4, a downshift to 2.3 speed is performed.
At this time, the indicator displays the number of steps of the selected gear ratio and outputs the above-mentioned signal sound of the intermediate gear ratio.
Then, it progresses to step S11.

<Step S11: Timer Value t = T3 Determination>
The transmission control unit 100 determines whether or not the current timer value t is substantially equal to T3 (T3> T2), which is a predetermined value set in advance. If the timer value t = T3, the process proceeds to step S13. . On the other hand, if the timer value t ≠ T3, the process proceeds to step S12.

<Step S12: Downshift N stage → N-2 stage>
The transmission control unit 100 instructs the control valve 70 to change the gear ratio of the continuously variable transmission 1 to a gear ratio corresponding to the N-2 stage. For example, when the vehicle is initially traveling at the fourth speed shown in FIG. 4, a downshift to the second speed is performed.
At this time, the indicator displays the selected gear ratio and outputs a signal sound. This signal sound is different from the above-described shift to the first shift and the intermediate gear ratio in order to make the driver recognize that the two-stage shift down has been executed.
Thereafter, the process proceeds to step S13.

<Step S13: Sub Switch Off Determination>
The transmission control unit 100 detects whether or not the sub switch 113 of the shift lever 110 is turned off, and when it is turned off (when the driver releases the sub switch 113), the series of processing ends (returns). On the other hand, if the sub switch 113 is still on, the process proceeds to step S14.

<Step S14: Timer value t increment>
The transmission control unit 100 adds a timer value t of a timer for measuring the sub switch on duration by a predetermined value.
Thereafter, the process returns to step S07, and the subsequent processing is repeated.

  Note that the shift speed (movable sheave movement speed of the primary pulley 40 and the secondary pulley 50) in the downshift to the intermediate gear ratio and the downshift to the integer gear ratio that is two steps below is determined by the driver using the sub switch 113. It is set according to the operating force when the button is depressed, and specifically, the speed change speed is increased as the operating force increases.

  When the driver shifts from the M position to the minus position (first shift operation) by the above-described control, the gear ratio of the integer step lower (deceleration side) is selected. Further, when the driver performs an ON operation (second shift operation) of the sub switch 113 at the same time as the shift to the negative position or a subsequent operation, it is 1.3 steps down, 1.7 steps down, Shifting down to the second stage is performed sequentially, but after shifting down to the second stage, even if the ON operation of the sub switch 113 continues, no further shifting is performed. ing.

  The selection of the intermediate gear ratio in the continuously variable transmission 1 is canceled when the next first speed change operation is performed. In other words, when traveling at K + 0.3 or K + 0.7, if there is a shift to the minus position, the K stage is selected, and if there is a shift to the plus position, the K + 1 stage is selected. .

  The above control has been described by taking the case of downshifting as an example, but substantially the same control is performed also in the case of upshifting. However, when shifting up, the driving force and braking force due to engine braking tend to be small, so the behavior of the vehicle is less likely to be disturbed, so deceleration acceleration, descending plate acceleration, lateral acceleration, etc. do not necessarily have to be taken into account. .

According to Example 1 demonstrated above, the following effects can be acquired.
(1) The operation of the sub switch 113 (second speed change operation) is performed when the speed change to the next speed of the integer speed ratio is insufficient and the speed ratio changes excessively when shifting to the next speed. By performing the above, it is possible to shift to an intermediate gear ratio set in the middle of the next-stage and second-stage integer gear ratio, and an appropriate gear ratio can be selected.
(2) Since the second shift operation is performed by the sub switch 113 provided in the vicinity of the upper end of the lever portion 112 that performs the first shift operation, the first and second shift operations can be easily and reliably performed. Can be entered.
(3) By increasing the shift speed according to the operating force of the sub switch 113, the driver intends to end the shift in a short time, or the shift with less shock etc. is intended even if time is required. Can be reflected in the shift control, and a shift more faithful to the driver's intention can be performed.
(4) Even when the sub switch 113 is turned on, if the timer value t is not maintained until it reaches T1, erroneous operation can be prevented by not shifting to the intermediate gear ratio.
(5) When the contact sensor 114 is not turned on, invalid operation can be more reliably prevented by disabling the sub switch 113 even if it is turned on.
(6) By sequentially changing the intermediate speed ratio according to the ON duration of the sub switch 113, a more appropriate intermediate speed ratio reflecting the driver's intention can be selected.
(7) After the timer value t reaches T3, the sub-switch 113 is kept on for an excessively long time by performing two-stage downshifting or upshifting and not performing further shifting. However, it is possible to prevent the gear ratio from changing without limit.

Next, Embodiment 2 of the continuously variable transmission to which the present invention is applied will be described. In each embodiment described below, portions that are substantially the same as those in the previous embodiment are denoted by the same reference numerals, description thereof is omitted, and differences are mainly described.
The continuously variable transmission 3 according to the second embodiment shown in FIG. 6 stores a plurality of combinations of integer speed ratios and intermediate speed ratios in the speed ratio storage means 101 of the transmission control unit 100 and shifts the speed in the transmission control unit 100. A ratio selection switch 130 and a communication device 140 are connected.

FIG. 7 shows an example of a combination of a plurality of integer speed ratios and intermediate speed ratios stored in the speed ratio storage means 101.
FIG. 7A shows the same gear ratio as that of the first embodiment described above, has six integer gear ratios, and two intermediate gear ratios are set at intervals of the respective integer gear ratios. .
In FIG. 7B, the integer speed ratio is the same as that in FIG. 7A, but one intermediate speed ratio is set for each integer speed ratio. Such a combination is suitable when the selection of the intermediate gear ratio is complicated in the gear ratio of FIG.
FIG. 7 (c) shows that the first to sixth integer speed ratios are cross-ratioed with respect to FIG. 7 (b), and seven speeds are added, one for each integer speed ratio. An intermediate gear ratio is set. Such a combination makes it easy to keep the engine speed at a high speed because the integer stage is crossed, and if the desired engine speed cannot be obtained at the integer stage, the intermediate speed ratio is set. Since it can be selected, it is suitable for sports driving such as circuit driving.

The gear ratio selection switch 130 is provided, for example, on an instrument panel or the like in the passenger compartment, and the driver selects an arbitrary one from a plurality of combinations of the integer gear ratio and the intermediate gear ratio described above.
The communication means 140 communicates with a server (not shown) via a network such as the Internet, for example, and acquires data relating to a combination of an integer gear ratio and an intermediate gear ratio. The transmission control unit 100 has a function of rewriting the combination of the integer speed ratio and the intermediate speed ratio in the speed ratio storage means 101 with data acquired via the communication means.

According to the second embodiment described above, the following effects can be obtained in addition to the effects substantially similar to the effects of the first embodiment.
(1) A driver can select a combination of a plurality of integer speed ratios and intermediate speed ratios according to a traveling state or the like, so that a gear ratio suitable for the traveling state can be selected, and an appropriate shift can be performed.
(2) A more appropriate gear ratio can be selected by updating the combination of the integer gear ratio and the intermediate gear ratio according to the driver's preference and the vehicle-specific usage conditions.

Next, Embodiment 3 of the continuously variable transmission to which the present invention is applied will be described. In the continuously variable transmission according to the third embodiment, the intermediate speed ratio is set in a stepless manner according to the duration of the second speed change operation.
FIG. 8 is a flowchart schematically showing shift down control in the manual mode in the third embodiment. Steps S01 to S06 are common to the above-described first embodiment (FIG. 4), and the following step S21 is executed subsequent to step S06. Therefore, the steps will be described step by step.

<Step S21: Downshift to timer value t-linked gear ratio>
The transmission control unit 100 sets the intermediate gear ratio to a gear ratio that is linked to the timer value t. This intermediate speed ratio is an integer speed ratio of N-1 in the initial state of the timer value t = 0, and continuously shifts to the N-2 speed side as the timer value t increases.
Thereafter, the process proceeds to step S22.

<Step S22: Determination of Gear Ratio N-2 Stage>
The transmission control unit 100 determines whether or not the intermediate speed ratio that changes in response to the increase of the timer value t has reached the speed ratio of the integer stage N-2, and if so, ends a series of processes (return) ) On the other hand, if not reached, the process proceeds to step S23.

<Step S23: Sub Switch Off Determination>
The transmission control unit 100 detects whether or not the sub switch 113 of the shift lever 110 is turned off, and when it is turned off, the series of processing ends (returns). On the other hand, if the sub switch 113 is still on, the process proceeds to step S24.

<Step S24: Timer value t increment>
The transmission control unit 100 adds a timer value t of a timer for measuring the sub switch on duration by a predetermined value.
Thereafter, the process returns to step S21, and the subsequent processing is repeated.

  According to the third embodiment described above, the intermediate speed ratio can be set substantially in a stepless manner by the driver, and an appropriate speed ratio can be selected under various driving conditions.

  Next, Embodiment 4 of the continuously variable transmission to which the present invention is applied will be described. In the fourth embodiment, the selection of a plurality of intermediate gear ratios set between the next-stage and the second-stage integer gear ratio is performed based on the second on-state instead of the ON duration of the sub switch 113 as in the first embodiment. This is based on the operation amount to the speed change operation unit for performing the speed change operation.

FIG. 9 is an external perspective view of the shift lever 110A according to the fourth embodiment.
The shift lever 110A according to the fourth embodiment includes a movable grip 115 described below instead of the sub switch 113 and the contact sensor 114 of the shift lever 110 according to the first embodiment.
The movable grip 115 is formed in a substantially cylindrical shape, and protrudes laterally from the vicinity of the upper end of the lever portion 112 substantially along the vehicle width direction. The driver grips the outer peripheral surface portion of the movable grip 115 and shifts the lever portion 112.

The movable grip 115 is rotatable within a predetermined angle range with respect to the lever portion 112 around its central axis. The movable grip 115 functions as a dial-like second shift operation unit (sub switch) that inputs the second shift operation according to the rotation amount.
The movable grip 115 can be sequentially shifted in the +0.3 step and the +0.7 step upshifting by rotating in the forward direction (the direction in which the upper surface advances) from the neutral position. Further, the movable grip 115 can be sequentially shifted in the −0.3 step and the −0.7 step by performing a downshift operation by rotating in the backward direction from the neutral position.
The movable grip 115 is returned to the neutral position by the biasing means when there is no input (driver operation).

At the time of shift down, when the driver moves the lever part 112 to the negative position and moves the movable grip 115 to the −0.3 step position and the −0.7 step position, respectively, from the current integer stage N stage, A downshift to a gear ratio corresponding to N-1.3 and N-1.7 is performed.
At the time of shifting up, when the driver moves the lever portion 112 to the plus position and moves the movable grip 115 to the +0.3 step position and the +0.7 step position, from the current integer step N step, N + 1. A shift up to a gear ratio corresponding to the third speed and N + 1.7 speed is performed.
According to the fourth embodiment described above, when selecting an intermediate gear ratio having a larger change, it is not necessary to wait for a predetermined duration, and a desired gear ratio can be selected in a short time.

Next, a fifth embodiment of a continuously variable transmission to which the present invention is applied will be described. FIG. 10 is an external perspective view of the shift lever 110B according to the fifth embodiment.
In the fifth embodiment, the movable grip 115 substantially similar to the fourth embodiment is provided with a predetermined movable range A from the neutral position to the shift-up side (forward rotation side) and the shift-down side (reverse rotation side). It has been. The shift lever 110 includes a position encoder that substantially continuously detects the angular position of the movable grip 115 within the movable range A.

At the time of downshifting, when the lever portion 112 moves to the minus position, downshifting from the gear ratio of the integer stage N stages to the gear ratio corresponding to the N-1 stage is performed.
Further, when the movable grip 115 moves into the movable range A on the downshift side at the same time as the shift to the minus position or within a predetermined time after the shift, the N-1 step to the N-2 step according to the position in the movable range A. The intermediate speed ratio is set steplessly within the speed ratio range corresponding to. The intermediate speed ratio is set closer to the N-2 speed ratio as the amount of rotation from the neutral position of the movable grip 115 increases.

At the time of upshifting, when the lever portion 112 moves to the plus position, the upshifting from the transmission ratio of the integer stage N stages to the transmission ratio corresponding to the N + 1 stage is performed.
If the movable grip 115 moves into the movable range A on the upshift side at the same time as the shift to the plus position or within a predetermined time after the shift, a shift corresponding to N + 1 to N + 2 steps according to the position in the movable range A. The intermediate gear ratio is set steplessly within the ratio range. The intermediate speed ratio is set closer to the N + 2 speed ratio as the amount of rotation from the neutral position of the movable grip 115 increases.
In the movable range A, the operating force for rotating the movable grip 115 is set so as to increase continuously according to the distance from the neutral position.
According to the fifth embodiment described above, the intermediate gear ratio can be selected steplessly in a short time.

(Modification)
The present invention is not limited to the embodiments described above, and various modifications and changes are possible, and these are also within the technical scope of the present invention.
(1) The configuration of the continuously variable transmission is not limited to those of the above-described embodiments, and can be changed as appropriate. For example, each embodiment is a chain type continuously variable transmission. However, the present invention is not limited to this, and the present invention can also be applied to other continuously variable transmissions such as a belt type and a toroidal type. Also, the mounting position (front and rear of the vehicle, etc.), the mounting direction (vertical installation, horizontal installation), the drive system, the transfer structure in the case of an AWD vehicle, etc. are not particularly limited.
(2) The configuration of the input unit for inputting the first speed change operation and the second speed change operation is not limited to the shift lever, the sub switch, and the movable grip as in the above-described embodiments, and can be changed as appropriate. . For example, a first shift operation is input using a so-called paddle that protrudes in a radial direction from the steering column and swings back and forth, etc., and is changed by a sub switch provided in or near the paddle. Two shift operations may be input. Moreover, you may use the transmission operation part of another aspect. Moreover, it is good also as a structure which can provide a shift operation from both by providing both a paddle shift etc. and a shift lever.
Further, the second speed change operation unit is not limited to the push button and the rotation grip as in each embodiment, and may be another type of operation unit such as a dial or a lever.
(3) In the second embodiment, the combination of the integer speed ratio and the intermediate speed ratio in the speed ratio storage means 101 can be rewritten using a communication device. However, the present invention is not limited to this, and the speed can be changed by other methods. The data in the ratio storage means may be updated. For example, by using an information processing terminal such as a personal computer, new data is obtained or created by the user himself / herself through communication between the information processing terminal and the speed change control device, or via an information storage medium that can be connected to the speed change control device. Data in the gear ratio storage means may be updated.
(4) In each embodiment, the speed change speed is set according to the operating force at the time of the second speed change operation. However, the present invention is not limited to this and, for example, acts on the speed change operation member of the second speed change operation unit. The shift speed may be set according to the acceleration to be performed and the speed of the shift operation.
(5) In the first embodiment and the like, even if the second speed change operation is continued, the speed change beyond the next speed ratio is limited. However, the present invention is not limited to this, and a predetermined intermediate speed ratio is provided. The above shift may be limited.

DESCRIPTION OF SYMBOLS 1,3 Continuously variable transmission 10 Transmission case 20 Torque converter 30 Reverse mechanism part 40 Primary pulley 50 Secondary pulley 60 Chain 70 Control valve 100 Transmission control unit 101 Gear ratio memory means 110 Shift lever (Example 1) 110A Shift lever (Implementation) Example 4)
110B Shift lever (Example 5) 111 Base part 112 Lever part 113 Sub switch 114 Contact sensor 115 Movable grip 120 Indicator 130 Gear ratio selection switch 140 Communication device R1 Range selection area R2 Manual mode area A Movable range

Claims (13)

A continuously variable transmission mechanism that can increase and decrease the rotational output of the driving power source of the automobile and change the gear ratio steplessly;
A first shift operation unit to which a first shift operation is input;
A second speed change operation unit to which a second speed change operation performed simultaneously with the first speed change operation or following the first speed change operation is input;
A continuously variable transmission comprising: a shift control unit that changes a gear ratio of the continuously variable transmission mechanism according to a shift operation input from the first shift operation unit and the second shift operation unit;
The speed change control unit has a plurality of speed ratios set in advance, and the continuously variable speed change mechanism shifts from the speed ratio at the start of the first speed change operation to the speed ratio of the next speed according to the first speed change operation. In response to the second speed change operation, the continuously variable speed change mechanism is set between the speed ratio at the start of the first speed change operation and between the speed ratio of the next stage and the speed ratio of the next stage. A continuously variable transmission that shifts to an intermediate gear ratio. The first shift operation unit has a shift lever operated by a driver;
The continuously variable transmission according to claim 1, wherein the second speed change operation unit includes a switch provided on the speed change lever and operated by a finger of the driver. A sensor for detecting the contact of the palm of the driver is provided on the shift lever,
The continuously variable transmission according to claim 2, wherein the shift control unit accepts the second shift operation only when the sensor detects the palm contact. The shift control unit cancels the previous second shift operation when the first shift operation is input again after the first shift operation is completed. The continuously variable transmission according to any one of claims 1 to 3. The second shift operation unit detects at least one of an operation force, an operation speed, and an operation acceleration of the second shift operation;
The speed change control unit increases the speed change speed of the speed change mechanism according to at least one increase in the operation force, the operation speed, and the operation acceleration. A continuously variable transmission according to claim 1. The shift control unit causes the shift mechanism unit to shift to the intermediate gear ratio only when the second shift operation is continued for a predetermined time or longer. The continuously variable transmission according to any one of the above. The speed change control unit shifts the intermediate speed ratio from the speed ratio side of the next stage to the speed ratio side of the next stage in response to an increase in the duration of the second speed change operation. The continuously variable transmission according to any one of claims 1 to 6. The said shift control part sets the said intermediate gear ratio to a predetermined | prescribed upper limit value, when the duration of the said 2nd shift operation becomes more than predetermined | prescribed upper limit time. Continuously variable transmission. The shift control unit causes the shift mechanism unit to shift to the next-stage gear ratio when the duration of the second shift operation is equal to or greater than a predetermined threshold value. The continuously variable transmission described in 1. The second shift operation unit can input a plurality of steps or stepless input amounts,
The continuously variable transmission according to any one of claims 1 to 6, wherein the speed change control unit sets the intermediate speed ratio according to the input amount. The transmission control unit includes intermediate transmission ratio storage means for holding a plurality of transmission ratios preset as the intermediate transmission ratio, and rewriting means for rewriting the plurality of transmission ratios held in the intermediate transmission ratio storage means. The continuously variable transmission according to any one of claims 1 to 10, wherein the continuously variable transmission is provided. The transmission control unit includes a selection unit that holds a plurality of combinations of a plurality of transmission ratios set in advance as the intermediate transmission ratio, and a user selects an arbitrary one from the combinations of the transmission ratios. The continuously variable transmission according to any one of claims 1 to 11. An acceleration detecting means for detecting at least one of a deceleration acceleration acting on the vehicle body, a downhill acceleration, and a lateral acceleration;
The shift control unit limits a shift to a shift-down side according to the second shift operation when the acceleration detected by the acceleration detection unit is a predetermined value or more. A continuously variable transmission according to any one of the preceding claims.

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