JPH01303356A - Controller for vehicular automatic continuously variable transmission - Google Patents

Abstract

PURPOSE:To prevent the generation of another slip by controlling a speed change operating means in the title transmission, based on the signal of a target torque ratio which is corrected in such a way as to eliminate the slip with a correcting quantity setting means. CONSTITUTION:A target torque setting means 121 in a control part 120 sets a target torque ratio in such a way as to match the maximum power characteristic or optimal fuel consumption characteristic and a speed change operating means 100 controls a continuously variable transmission 1. In this case, as a detecting means 141 detects the slip of a driving wheel W, a torque ratio changing means 122 lowers the torque ratio so as to transmit the torque ratio in the state of non-slippage to a correcting quantity setting means 123. Thus, the correcting quantity is set based on a predetermined characteristic so as to correct the target torque ratio. In this case, based on the signal of a torque ratio changing limit setting means 142, the torque ratio changing means restricts the torque to be the predetermined minimum value or less. As the target torque ratio is changed, a setting means 125 delays an operation speed and a lock-up control releasing means 126 restricts the operation of a lock-up clutch 12.

Description

DETAILED DESCRIPTION OF THE INVENTION (A) Industrial Application Field The present invention relates to a continuously variable transmission, particularly a continuously variable transmission (CVT) equipped with a continuously variable transmission (CVT). A control device for a continuously variable automatic transmission for vehicles suitable for this purpose (L)
For more details, please refer to the $lJ control device that corresponds to driving on low-friction roads such as snowy or frozen roads.
1-ru.

(b) Conventional technology Due to recent demands for improved fuel consumption and driving performance,
Incorporate a Bell 1 type continuously variable transmission as the car's transmission! Automatic continuously variable transmission 4 force < 7 is the main focus.

As this type of automatic continuously variable transmission for vehicles, JP-A-60-1
As shown in Japanese Patent No. 92155, a device equipped with an anti-slip and anti-slip device has been proposed.

The slippage prevention device includes a slip detection means for detecting a slip of the drive wheel, and a non-operation in the direction of reducing the rotational force of the drive wheel while the slip of the drive wheel is detected by the slip detection means. and a gear ratio changing means for changing the gear ratio of the step-change transmission, so that, especially when the road surface is snowy or frozen and there is slippage, the rotational force of the drive wheels is reduced until the slippage disappears. The gear ratio is changed so that the vehicle slips when the vehicle starts or is running.

←9 Problems to be Solved by the Invention However, when the above-mentioned slip prevention device detects a slip, it is possible to reduce the drive torque of the drive wheels in order to prevent the slip in response to the detected slip. However, once the slip is eliminated, the control returns to normal, so that the slip is likely to occur again. For example, when a vehicle starts on a snow-covered road surface, the above-mentioned anti-slip device prevents the occurrence of slip and the vehicle starts, but when normal control is resumed, slip occurs again and the gear ratio changes, resulting in hunting. There is a risk that slip control may occur, especially when the μ is extremely low in some areas, such as on frozen roads, and if the vehicle enters the low μ area under normal control conditions, the above-mentioned slip control may be newly set. There is a risk that we won't be able to make it in time.

Therefore, in the present invention, once the slip limit is set,
A control device for an automatic continuously variable transmission for a vehicle that solves the above-mentioned problems by correcting the target torque ratio to correspond to the slip situation and controlling based on the corrected target torque ratio during a series of driving. The purpose is to provide

(b) Means for Solving the Problems The present invention has been made in view of the above-mentioned circumstances.
Referring to the diagram, it shows a continuously variable transmission that continuously changes the rotation of the input section! (30), and speed change operation means (100)
) is a control device for an automatic continuously variable transmission (1) for a vehicle, comprising an eye (torque ratio setting means (121)) for setting a target torque ratio determined by the driving situation, and an eye (torque ratio setting means (121) for controlling the rotation of the engine (El). A slip detection means (141) for detecting the slip of the drive wheel (W) transmitted via the continuously variable transmission (1), and a slip detection means (141) for detecting the slip of the drive wheel based on the signal of the slip detection means (141). When detected, the torque ratio changing means (1221) reduces the target I/luke ratio to change the torque ratio to a state where the slip is eliminated, and the changed torque is determined based on a signal from the torque ratio changing means (122). a correction preset means (which sets a correction amount corresponding to the ratio, and corrects the eye 1=+・lux ratio using the correction amount;
1231, the va circle, and the correction amount setting means (12
Based on the signal from the 19+-luke ratio corrected in step 3), the speed change operating means (1001) is controlled.

Note that the automatic continuously variable transmission (1) includes a fluid coupling (11) in addition to a continuously variable transmission (e.g. round belt type continuously variable transmission 30).
) and a lock-up clutch (12), low speed mode (Ll) and high speed mode (I()
Further, as shown in the example or FIG.
The first element connected to al (e.g. Risigya 21R)
, a second element (e.g. round carrier 21C) connected to the output member (70) of the continuously variable transmission, and a third element (e.g. a planetary gear device (21) having a sun gear (21S), and a locking means (F or Bl) that
Sol, a clutch (C2) is interposed between the third element and the input member (60), and the planetary gear device (21) is It is preferable to apply this method to a device in which the planetary gear device (2)j functions as a speed reduction mechanism to achieve the low speed mode, and the planetary gear device (2]j functions as a sgorrit drive mechanism to achieve the high speed mode by connecting the clutch (C2). be.

The torque ratio change means (1221) is provided with a torque ratio change limit setting means (1421) which specifies that the change in the torque ratio does not become less than the minimum predetermined torque ratio determined by the driving situation, and is made of an extremely low coefficient of friction. It would be a good idea to configure the vehicle to prevent the torque ratio from shifting too much in the direction of increasing (0/D direction) and impairing the starting performance on the road.

Further, in addition to or in place of the slip detection means (1411), a manual setting means (143J) is provided, which is set by the driver by predicting the slip of the driving wheels (Wl) in advance, and the manual setting means (143) controls the correction amount. The correction amount of the setting means (123) may be set, for example, for use in flexing or snowy roads, and control may be performed using a target torque ratio based on the set value.

Further, a continuously variable transmission operating means (1221) for operating the continuously variable transmission (30) based on the signal of the torque ratio changing means (1221) is provided.
A gear change operation speed setting means (125) may be provided for setting the operation speed of 101) to be slow.

Similarly, lock-up control release means (126) may be provided for releasing the operation of the lock amplifier clutch (12) based on the signal from the torque ratio changing means (122).

Then, a reset switch or release means (145) such as a vehicle stop signal is provided to release the operation of the correction amount setting means (123), furthermore, the shift operation speed setting means (125) and the lock-up control release means (126). It is a provision.

(E) Effect Based on the above configuration, the rotation of the engine (E) is continuously changed by the automatic continuously variable transmission (1), and the changed rotation is transmitted to the driving wheels (W) to drive the vehicle. Run. On this occasion,
A target torque ratio is set in the control unit (target torque ratio setting means (12) of 1201) so as to comply with a predetermined characteristic such as maximum power characteristic or best i!IJ5'R characteristic, and the continuously variable transmission (1) is controlled toward the target torque ratio by the speed change operation means (100).When a slip occurs on the drive wheels (W) due to the vehicle starting or running on a low μ road, the slip is detected by the slip detection means (141), and based on No. 43 from the detection means, the torque ratio changing means +1221 changes the torque ratio to a lower value, and the torque ratio change is caused by q! of the driving wheel (W). Go until you run out of slips. Furthermore, slip detection means (141
) is sent to the correction amount setting means (123), and the setting means sets a predetermined relationship, e.g., a predetermined ratio, a predetermined difference or a predetermined difference, corresponding to the torque ratio. The correction amount is set based on the corresponding predetermined characteristic. Then, the target torque ratio is corrected based on the correction amount, and the continuously variable transmission (1) changes gears according to the corrected target torque ratio in a series of runs until a reset signal or a ray signal such as a stop signal is input. controlled.

In addition, the torque ratio change means (122) is regulated to be lower than the minimum predetermined torque ratio determined by the driving situation by a signal from the torque ratio change limit setting means (142), so that the torque ratio change means (122) is controlled to prevent the torque ratio from becoming less than the minimum predetermined torque ratio determined by the driving situation. This prevents the torque ratio from becoming infinitely low.

It compensates for starting performance.

Further, when the target torque ratio is changed by the torque ratio changing means, the shift operation speed setting means (125) sets the operation speed of the continuously variable shift operation means (101) to be slow, and the lockup control release means ( 126) restricts the lock-up clutch (12) from operating, allowing smooth operation of the vehicle and eliminating the cause of slippage.

(f) Example Hereinafter, embodiments embodying the present invention will be described.

First, let us begin with the automatic continuously variable transmission according to the present invention (for details,
1-205614, Japanese Patent Application No. 62-214378, or Japanese Patent Application No. 62-330482) will be explained along the schematic diagram shown in FIG.
1 and a lock-up clutch 12
, auxiliary transmission 40, belt type continuously variable transmission 30. Output member 7 consisting of a reduction gear device 71 and a differential gear device 72
It is equipped with ゜. The auxiliary transmission device 40 includes a transfer device 80. A low/high speed mode switching device 20 consisting of a single planetary device 21 and a mode switching engagement device 22, and a forward/reverse switching device 90 consisting of a dual planetary device M91, a reverse brake B2, and a forward clutch C1.
It is equipped with And Nunguru Bura Netari Gya Device 2
1 is a first connected to the output section 30a of the continuously variable transmission 30.
element 21R (or 21S), a second element 21C connected to the output key 70 of the continuously variable transmission 1, and an input device 10.
The third element 21S (or 21R) is connected to the input shaft 60 from the 1-transfer device 80. In addition, the mode switching engagement device 22 that switches the planetary gear device 21 between high speed mode H and low speed mode L,
The third locking means consists of a low one-way clutch F and a low coast and reverse brake B1, and a high clutch C2, and serves as a reaction force supporting member when the locking means F and Bl are used as a deceleration mechanism in low speed mode L. Element 21 of
S (or 21R) via a transfer device 80, and the high clutch C2 is connected to the input shaft 60 and the first
element 21). Specifically, the ring gear 21R of the planetary gear device 21 is interlocked with the output section 30a of the continuously variable transmission 30, and the gear IJ i 21
S is interlocked with the output member 70, and the sun gear 21) is interlocked with the row one-way clutch F and the low coast and reverse brake B1 via the transfer percentage 1180, and is also interlocked with the high clutch C2.

Further, the dual planetary gear device 91 has a sun gear 918 connected to the input shaft 601ζ, and a carrier 91C.
is connected to the input portion 30b of the continuously variable transmission 30 and to the input shaft 60 via the forward clutch C1, and the ring gear 91R is connected to the reverse brake B2.

Based on the above configuration, each clutch, brake, and one-way clutch in the present automatic continuously variable transmission 1 operate as shown in FIG. 3 in each position. Note that * indicates that the lock-up clutch 12 can be operated appropriately;
Also 31, 82. S3 indicates the operation of a solenoid valve, which will be described later.

To explain in detail, in low speed mode L in D-shape,
In addition to the forward clutch C1 being connected, the row one-way clutch F is activated. In this state, the rotation of the Nishijin Craft shaft is transmitted to the input shaft 60 via the long-up clutch 12 or the fluid coupling 11, and is further transmitted directly to the sun gear 91S of the dual planetary gear device 91, as well as to the carrier 9 via the forward clutch C1.
1C. Therefore, the dual planetary gear device 91 rotates integrally with the input shaft 60, transmits the forward rotation to the input section 30b of the belt type continuously variable transmission 30, and further rotates the rotation appropriately changed by the continuously variable transmission 30. Output section 30a
and is transmitted to the ring gear 21rL of the single planetary gear device 1i21.

On the other hand, in this state, the sash gear 21), which is a reaction force supporting element that receives a reaction force, is stopped by the row one-way clutch F via the transfer device 80, and therefore the rotation of the ring gear 21R is taken out from the carrier 21C as a decelerated rotation. Furthermore, a reduction gear device 71 and a differential gear device 7
2 to the axle shaft 73.

Also, the high speed mode H in the D range is +4. So,
In addition to the forward clutch C1, the high clutch C2 is connected. In this state, in the same way as described above, the forward rotation, which has been appropriately changed in speed by the continuously variable transmission 30, is taken out from the output section 30a and input to the ring gear 21R of the single planetary gear device 2. Meanwhile, at the same time, the rotation of the input shaft 60 is transmitted to the sun gear 21S of the single planetary gear device 21 via the high clutch C2 and the transfer device 80,
As a result, the ring gear 2 in the planetary gear device 21
1ft and sun gear 21) are combined and output from carrier 21C. At this time, sun gear 218
Since the rotation against the reaction force is transmitted through the transfer device M80, a predetermined plus torque is transmitted through the transfer device 80 without causing torque circulation. Then, the combined torque from the carrier 21G is transmitted to the axle shaft 73 via the reduction gear device 71 and the differential gear device 72.

In addition, in operation in low speed mode in D range, one-way clutch F is free when reverse torque is applied (during brake braking), but 51-1. In the SL range, the low coast & reverse brake B1 operates in addition to the row one-way clutch F, and power is transmitted even when reverse torque is applied.

In addition, when the vehicle is in the R position, the reverse brake B2 operates together with the low coast and reverse brake B1. In this state, since the ring gear 91R is fixed by the dual planetary gear device 91, the rotation of the input shaft 60 is inputted to the belt type continuously variable transmission device 30 as reverse rotation from the carrier 91C. On the other hand, the sun gear 21S of the single planetary gear device 21 is fixed based on the operation of the low coast & reverse brake B1, and therefore the reverse rotation from the continuously variable transmission device 30 is prevented
It is decelerated at and taken out to the output member 70.

Next, the control device for the present automatic continuously variable transmission will be explained with reference to FIG.

This control device (system) U includes an electronic control device 1201 consisting of a microcomputer, a hydraulic control device M150, an external signal device consisting of various sensors, operating means, a display device, and various actuators. The electronic control device 120 stores predetermined patterns such as best fuel consumption characteristics, maximum power characteristics, engine brake control, L-H switching control, slip control, etc., and also performs predetermined calculations to display a display device 173 to be described later. , is output to the driver 177 and each control section 153, 103, 102 of each hydraulic control device 150. Further, the hydraulic control device 150 includes a hydraulic pressure generation (pump) section 151, a line pressure control section 152, a shift pressure control section 153, a start (input) control section 103, and an L- H switching control section 102 and speed selection section 157
etc. And the external signal device is the engine E
A throttle opening sensor 161 disposed in the section,
A primary pulley rotation speed sensor 165, a secondary pulley rotation speed sensor 166, a vehicle speed sensor 167, and a motor rotation signal sensor 1 are arranged in the automatic continuously variable transmission 1 section.
69, a foot brake signal sensor 170 disposed in the driver's seat, and a foot position sensor 171 for detecting the selected position of the foot lever. Pattern sensor 172 that allows the driver to select and operate various patterns such as economy, power, etc.
, various display devices 173, and a low-μ road control switch consisting of low-μ switches 143a, 143b for the driver to select low-μ roads with different coefficients of friction (μ), such as gravel roads and snow-covered roads, and a slip control recent switch 145. unit 17
It has a rank of 5. Further, the actuator includes a fluid coupling 11 and a lock-up clutch 12, which are arranged in the input device 10. Low coast & reverse brake B1 and high clutch C provided in lfl auxiliary transmission device 40
2. Forward clutch C1 and reverse clutch - Ki B
2, a transmission electric motor 101 for controlling the transmission of the belt-type continuously variable transmission 30 via a driver 177, and a brake 180 for holding the motor in the transmission position.

Furthermore, the hydraulic control device 150 will be explained along with FIG. 5.

The hydraulic control device 150 includes a hydraulic pressure generating section 151 such as a pump, a line pressure control section 152, a shift pressure control section 153, a starting control section 103, an L-H switching control section 102, and a speed selection section 157.
Consisting of Furthermore, the oil pressure generating section 152 is connected to the oil pump 18.
1 and a pressure/leaf valve 182, the oil in the tank is sucked through a strainer 183 to generate a predetermined oil pressure. Further, the line pressure control section 152 includes a regulator valve 185, which regulates the hydraulic pressure generated by the pump 181 to a predetermined line pressure PL, and supplies surplus flow to the oil path C as secondary pressure. Note that a check valve 186 is interposed in the oil passage C,
Backflow of oil from the fluid coupling 11 is prevented. The shift pressure control section 153 also controls the first solenoid valve S1.
The shift pressure control valve 187 is comprised of a shaft pressure control valve 187 that is duty-controlled at , and regulates the line pressure of the line pressure oil passage a to a predetermined shift pressure and supplies it to the oil passage d. The L-H switching control section 102 consists of an L-H switch 71 to a control valve 189 whose duty is controlled (or on/off controlled) by a second solenoid valve S2, and includes an oil passage 1 and a throttle check valve 1.
92 and the port 1 supplied through the throttle cheek valve 193.
The oil pressure of ~n1 is regulated to a predetermined i+h pressure, and the high clutch C2, low coast & reverse brake key B1 is applied via boat m2 and oil #Ih, boat n2 and oil path J, respectively.
is supplied to perform mode switching (L→H). Start (input)
The control section 103 has a third solenoid valve, the idle valve S3, which performs duty control (or on/off control fi!11).
), change the flow direction of the oil in the lock-up oil passage f, and the boat q.
The lock-up-off pressure supplied through 2 and ith path e is regulated to a predetermined oil pressure. The speed selection section 157 includes a manual valve 191 operated by the driver using a shift lever.
As shown in the table, the line pressure of the boat (2) or the boat I, the control pressure of the boat (1), and the control pressure of the boat (2) are communicated to the boats (2), (2), and (2) indicated by the circle marks.

Since this hydraulic control device 150 has the above configuration, the hydraulic pressure from the pump 181 is controlled by the regulator valve 185.
The line pressure is regulated to the line pressure by the oil 9a, and the line pressure is supplied to the boat of the manual valve 191 via the oil 9a, and the surplus flow from the regulator valve 185 is supplied as secondary pressure to each lubricating point from the oil passage. , is supplied to the fluid coupling 11 side via the check valve 186 and the oil path C. On the other hand, the line pressure of the oil passage a is communicated with the boat k of the shift pressure control valve 187, and the solenoid valve S1
The shift pressure is appropriately regulated by duty control, and the shift pressure is supplied from the boat k2 to the boat (2) of the manual valve 191 via the oil path d.

Now, when the manual valve 191 is in the N range or the P range, boats ① and ② are shut off. Note that in this state, the first and second solenoid valves S
Although the hydraulic servos C1, C2, Bl, and B2 do not have the same effect on the hydraulic servos C1, C2, B1, and B2, it is desirable to turn them on in preparation for the next control. In this state, hydraulic pressure is not supplied to all hydraulic servos CI, C2, Bl, and B2, and therefore, as shown in FIG. The brake B1 and reverse brake B2 are inactive.

Second, when the manual valve is operated to the D range, port ■ remains closed, but ports ■ and ■ are communicated. Then, a predetermined shift pressure by duty control of the solenoid valve S1 is supplied to the oil passage e through the oil passage d and ports (1) and (2), and is further supplied to the forward clutch hydraulic servo C1 through the oil passage (g). Note that shift pressure is also supplied to port m of the shift valve 189 via the oil He and throttle check valve 192, but the second solenoid valve S2 remains on, and the shift valve is in the right half position. Atteho
1-m is closed and the port m2 is in communication B with the train 1-x. Therefore, only the forward clutch C1 is connected to enter the low speed mode L state.

Note that when the smooth shift of the forward clutch C1 based on the lift pressure by the duty control of the first solenoid valve S1 is completed, the first solenoid valve S1 is turned off and the shift pressure control valve 187 is placed in the left half position. , ball l-, and to-2 communicate. In this state, line pressure is applied to bow 1-, 2, and oil path d
i +i to port ■ of manual valve 191 via
Therefore, line pressure is supplied to the oil passage 1 and the forward clutch hydraulic servo C1, and the forward clutch C1 is reliably engaged.

Then, when the electronic control device 120 determines that the switching to the H mode is to be performed, the second solenoid valve S2 is duty-controlled, and the second solenoid valve S2 is duty-controlled.
The line pressure supplied to port m1 via port m1 is regulated to a predetermined oil pressure, and the regulated oil pressure is supplied to high clutch hydraulic servo C2 via port m2 and an oil path. are connected smoothly. After the shift is completed, the lunoid valve S2 of the cylinder 2 is turned off, the shift valve 189 is switched to the left half position, and the port ml and the second
are in communication, and the line pressure of the oil path 1 is supplied to the high clutch hydraulic servo C2 via the bow 1-m, the second oil line and the oil II 5h. As a result, the forward clutch C1 is connected and the high clutch C2 is also connected to enter the high speed mode H state.

Further, when the manual valve 191 is operated to the SH or SL range, the communication state between the ports (2) and (2) is maintained, and the ports (2) and (2) are communicated with each other. In this state,
Similarly to the above, the predetermined shift 1 pressure (line pressure after the left shift is completed) of port (2) is supplied to the forward clutch hydraulic servo C1, and the line pressure of oil ll@a is supplied to oil path 1 through ports (2) and (2). It is further supplied to port n1 of the shift valve 189 via the throttle check valve 193. Then, when the electronic control unit 120 determines that the mode is L mode (switching from D range L and H mode to S range L mode), the baud 1-n is supplied by duty control of the second solenoid valve S2. The line pressure is regulated to a predetermined oil pressure, and the low coast and reverse brake hydraulic servo B1 is controlled via port n2 and oil path.
supplied to This allows B1 to connect smoothly.

After completion, the second solenoid valve S2 is turned on by a signal from the electronic control unit 120, the L-H shift controller 1 and the roll valve 189 are placed in the right half position, and port n and the second are in communication. The line pressure of port n is supplied to the low coast & reverse brake hydraulic servo B1 via port n2 and oil path j.

Therefore, along with the forward clutch C1, the four-course)
& Reverse brake B1 is activated to enter the S range low speed mode L state. The same applies when switching from S range H mode to L mode.

When the electronic control unit 120 determines to switch from the S range upper mode to the H mode, the second solenoid valve S2 is duty-controlled and the high clutch C2 is activated, similar to the shift from L to H in the D range. Connect smoothly.

In addition, in the S range upper mode, line pressure is supplied to the low coast & reverse brake hydraulic servo B1, but when switching from L mode to ■] mode, ports m and m2 are communicated. Before hydraulic pressure starts to be supplied to the high clutch hydraulic servo C2, ports 1-n and n2 must be cut off, and the boat n2 must be connected to the drain port 1.
- Connect to X, drain the low coast & reverse brake hydraulic servo B1, and release the low coast & reverse brake B1. When the connection of the high clutch C2 is completed, the second solenoid valve S2 is turned off, line pressure is supplied to the high clutch hydraulic servo C2, and the high speed mode H state is entered.

On the other hand, when the manual valve 191 is operated to the R range, ports ■ and ■ communicate with each other, and ports ■ and ■ also communicate with each other.
do. Further, the second solenoid valve S2 is in the on state by No. 4M of the electronic control device 120h). In this state, the shift pressure from the boat ■ is supplied to the reverse brake B2 via the port ■ and oil passage 0, and the line pressure from the boat ■ is supplied to the shift valve via the oil passage low and throttle check valve 193. 193, and is further supplied to the low course l-& reverse brake B1 via the valve 193's bow 1-n in the right half device and the oil passage. At this time, regulator valve 1
The hydraulic pressure from the oil passage 0 acts on the feedback port p of 85, setting the line pressure to a high level.

Similarly, shift pressure control is performed by the first solenoid valve S1, and smooth shift operation and reliable engagement are detected.

Then, in the D range and the S range, when the electronic control unit 120 determines that the lock-up has changed from OFF to ON, the third solenoid valve S3 is duty-controlled.
The oil pressure of port q is regulated to a predetermined oil pressure, and boat q2
, acts on the right side of the lock-up clutch 12 via the oil passage e (lock-up off pressure). At this time, port S1 and boat S2 are in communication, and the oil pressure in oil path r is
s,, s2, are introduced into the fluid coupling 11 via the oil passage f,
It acts on the left side of the lock-up clutch 12 (lock-up on pressure). The lock-up clutch 12 is smoothly connected due to the differential pressure between the lock-up off pressure and the on-pressure. When the third solenoid valve S3 is at 0FF (lock-up 0FF), the shift up control valve 190 is in the left half position, and the secondary pressure from the oil passage C is transferred to the fluid via the boats q1 and q2 and the oil passage e. Joint 11
Therefore, the lock-up clutch 12 is in the disconnected state, but when the third solenoid valve S3 is ON (lock-up ON), it is in the right hand position, and the boats S1 and 82 At the same time, the boat q2 communicates with the drain Therefore, the lock-up clutch 12 becomes connected. Note that even when lock-up is on, the third solenoid valve S3 may not be turned on, and duty control may be performed to perform slip-slip control of the lock-up clutch.

Next, the operation of the electronic control device 120 according to this embodiment will be explained with reference to FIG.

The operating limit (stroke end) of the belt type continuously variable transmission 30 is detected based on the rotation signal from the motor rotation signal sensor 169 and the alarm signal from the driver 177, and the throttle opening is detected from the throttle sensor 161, and the soft torque and timer are also taken into consideration. and detect its rate of change. In addition, the primary pulley rotation speed (Np) and the secondary pulley sensor (N5) are detected based on the signals from the primary pulley sensor 165 and the secondary pulley sensor 166, respectively, and the vehicle speed and the soft timer are also detected based on the signal from the vehicle speed sensor 167. Detect the rate of change. In addition, patterns such as economy mode and power mode are detected based on the signal from the putter switch 172, and P, R, and N patterns are detected based on the signal from the shift position sensor 171.
,D.S.H.

It detects each range of SL and changes in its shift position, and also detects the brake operating state based on a signal from the foot brake sensor 170.

Then, the acceleration request judgment section 200 makes a predetermined judgment based on the detected values of the throttle opening and its rate of change, the vehicle speed and its rate of change, and the current bell I/ratio calculation section based on the primary pulley rotation speed and the secondary pulley rotation speed. 201 calculates the current torque ratio (hereinafter simply referred to as belt ratio) Tp of the belt type continuously variable transmission 30. Furthermore, the current system ratio calculation section 202 calculates the current continuously variable speed based on the bell j ratio value from the calculation section 201 and the current low speed or high speed mode state signal from the H-L selection rate cutting section 203, which will be described later. Torque ratio (hereinafter referred to as system ratio) a for machine 1 is calculated.

On the other hand, based on signals from the acceleration request determining section, the pattern detection value, and the shift position detection value, the maximum power and best fuel economy determining section 205 determines whether control is to be performed using the best fuel efficiency characteristic or the maximum power characteristic. Then, the judgment unit 20
Based on the signals from 5, throttle opening, vehicle speed, and brake detection signals, the target system upper and lower limit value calculation unit 20
6 is the target upper and lower limit value of the torque ratio (system ratio) of the entire transmission a20. , a2. Calculate.

Further, based on the calculation unit 206, the target belt ratio calculation unit 2
The target torque ratio (belt ratio) Tco in the low speed mode and the target torque ratio T2 in the high speed mode of the continuously variable transmission (Bel 07) are calculated.

Acceleration request determination section 200, throttle opening detection value, current belt ratio calculation section 201, and current system ratio calculation section 2
02, primary pulley rotational speed detection value, secondary pulley rotational speed detection value, best fuel efficiency, maximum power judgment unit 205,
Based on the signals from the target systemization upper/lower limit calculation unit 206 and the target belt ratio calculation unit 207, the H-L selection charge cutting unit 203 continues to operate the belt type continuously variable transmission 3 in the current mode.
It is determined whether it is better to achieve the target system ratio a by only shifting to 0 or to achieve the target system ratio a1 by switching modes (L→H, H→L).

In addition to the high speed mode H or low speed mode L signal from the determination section 2θ3, the stroke end detection value, the acceleration request determination section 200, the current belt ratio calculation section 201, the throttle opening detection value, and the target belt ratio calculation section 207 , based on the signal from the target systemization upper/lower limit calculation unit 206, C
VT shift shift control signal generation section 210-L selection fee cutting section 20
In the predetermined mode determined in step 3, the upper and lower limits of the target system ratio a2, 1. A2,..., a predetermined rotation signal is issued to the driver 177 to rotate the motor 101 and control the belt type continuously variable transmission 30 to a predetermined value. Also, throttle opening detection values, P, N, D.

Based on the SH, SL detection values and shift position change detection values, the shift pressure control signal generation section 211 issues a duty signal when the manual valve is operated from N→D, N→R, D→R, R→D, and the first solenoid is activated. Control valve S1.

Further, based on the signal of the H-L selection charge disconnection section 203 and the throttle opening detection value, the L-H switching control signal generation section 21
When solenoid valve S2 determines to switch to the low speed and high speed modes, a switching signal is issued to cause the second solenoid valve S2 to complete the switching on duty. In addition, the H-L selection fee cutting section 203, Throwa! - Based on the signals of the detected values of the valve opening degree and the primary pulley rotation speed, the lock-up control signal generating section 21) controls the third solenoid valve S3 on/off or by duty.

In this embodiment, in addition to the above-mentioned control, a slip detection processing section 215 is installed in the electronic 1t and IJal device 120. The processing unit 215 includes a low μ road control switch unit I-1.
Manual setting signals μm (143a) and μ2 (14
3b) and the reset signal (1451) are input, as well as the vehicle speed detection value, its rate of change detection value, and throttle opening detection value, and the slip of the driving wheels and the vehicle stop are detected. Slip detection processing section 2
15, as shown by the chain line in FIG. 4, the signals from the driving wheel rotation sensor 141a and the driven wheel rotation sensor 141b are input, and the rotation speeds from both sensors are compared to directly detect the slip of the driving wheel. Good too. The signal from the slip detection processing section 215 is input to the target systemization upper/lower limit calculation section 206, which lowers the target system ratio a1 until no slip is detected, and stores the system ratio. Furthermore, the reduced system ratio is compared with the original system ratio, and an appropriate correction value, which will be described later, is applied, and the target systemization upper and lower limit values are determined based on the target system ratio corrected with the correction value. calculate.

Also, based on the signal from the determination section 215, the CVT shift speed control signal generator performs control so that the shift is performed more slowly than usual.

Then, the slip detection signal from the yoke detection processing section 215 is canceled by a reset signal (145) or when the vehicle stops running.

Next, the operation of the control device with slip control according to this embodiment will be explained with reference to FIGS. 7 to 1).

First, to explain the main flow along Fig. 7, there is a process F1 for reading an input signal from a sensor, a process F2 for detecting a slip (described later), and a process for calculating the actual belt l/lux ratio of the belt type continuously variable transmission. Process F3, process F4 that calculates the actual system ratio from the current mode (H mode or L mode), process F5 that calculates the target system upper and lower limits from the throttle opening, vehicle speed, and driving mode, and auxiliary shift. Process F6 for determining whether to put the device in low speed mode or high speed mode, stepless control so that the current system ratio is within the target systemization upper and lower limits based on the above judgment and calculated values. Processes F8 for controlling the solenoid valves of F7, 31, 32, and 33 are sequentially performed to change the speed change direction and speed of the speed change section.

Next, to explain the slip detection process F2 in detail, as shown in FIG.
−eΔv) (F 1 o), so(7) The difference Δv is compared with the preset value a for slip determination (
Fil), if the vehicle speed change Δ■ is larger than the set value a, then (
If Δv>a), it is determined that the drive wheel is in a slip state, and the slip flag A and the slip #control flag B are set to zero (A=1°B=1) (F12). Then, in step F1), the target primary pulley rotation speed N゜ (approximately the same as the engine output rotation speed) is determined from the current driving control mode (maximum power characteristic P or best fuel efficiency characteristic E) and throttle opening θ. The actual primary pulley rotation speed Np that is upshifted based on (Np/N
'') Decrease rate δ is calculated. On the other hand, if the vehicle speed change ΔV is smaller than the slip determination setting value a in step Fil, the slip flag A is reset (A=03(F1
4) Further, in step F15, it is determined whether the vehicle is currently stopped or not, and in step F16, the reset switch 14 is
5 is on or not, and if both are NO, the process merges with the flow from the previous step F1) and stores the current vehicle speed in step F17. If either is YES, the slip control flag B is reset (B=0) (F18). In addition, the 9th
The figure shows the relationship between the throttle opening θ, the vehicle speed ■, and the vehicle speed change ΔV. In step Fil, if the actual vehicle speed change is larger than ΔV according to the graph by a predetermined amount, it is regarded as a slip.

Next, the target systemization upper and lower limit calculation F5 will be explained in detail based on the slip detection process. As shown in FIG. 10, it is determined in step F20 whether the manual control switch 143 is on or off, and if tζ is on, step F20 is determined.
211ζ determines which state N2 is selected for. If μm is selected, the first
The target primary boost rotation speed (approximately the same as the engine output rotation speed) N1 is set along the curve Nμ shown in Figure 1.
is set (F22) and if μ2 is selected, N
Target primary pulley rotation speed N1 along the μ2 curve
is set. On the other hand, if the manual control switch 143 is off, the currently set travel control mode 1゛ζ is selected in step F24, for example, the maximum power curve P or the best fuel consumption curve ia.
A target primary pulley rotation speed N'' is set corresponding to E. Then, in step F25, it is determined whether or not slipping is currently occurring, and if it is not slipping, further step F2
In step F27, it is determined whether or not slip control is being performed, and if slip control is being performed, in step F27, a correction mode curve NN is newly set by multiplying the target rotation speed N1 by the reduction rate δ, and the correction mode curve NN is If the vehicle is slipping, the target rotation speed N'' is set along the preset low-μ road limiting curve N.
F28). Then, step F22. F23° Set the target rotation speed upper and lower limits from the target rotation tJ, N'' set at F27 or F28.N''+NU=N.

N”+NL-Nυ, current vehicle speed vP and coefficient C,
In step F29, target systemization upper and lower limit values a2,
, a,:, is set ((N:,/VP)
x C-a',,,p (N,''/Vp)
×C=”:In’.

Note that the correction mode curve NN for slip control is the 12th
As shown in Figure (al), the predetermined ratio (a: b) based on the reduction rate N, /N''=δ, that is, the value set by multiplying the predetermined travel park opening mode curve E or P by the reduction rate δ. However, other methods may be used.

For example, as shown in Fig. 12(b), the difference between the actual rotation speed and the target rotation speed at the end of the slip (N, -N"→△N)
may be stored, and the correction mode curve N I+ may be set by subtracting the difference ΔN from the predetermined travel control mode curve E or P. In addition, as shown in FIG. 12 (C1), a large number of correction mode curves NN are set in advance corresponding to the rate of decline δ, and one of these modes is selected based on the rate of decrease δ calculated in step F1. You may also do so.

Figure 1) shows the control flow of the actuator for continuously variable transmission.

In F41, the actual system ratio and target torque ratio are
The lower limit values are compared, and if they are within the upper and lower limit ranges, a stop signal is output to the shift actuator (F48). a21゜<
If aP<a2,X is not satisfied, the target torque ratio is calculated from each mode and the target system ratio. As shown in Figure 14, L
In case of mode T, :,r1 In case of mode T2 is the target belt torque ratio (F42°F43.F441°F45
The target belt torque ratio T' and the actual belt torque ratio T
Compare P and if T'>Tp, downshift signal (F
4 61 , if T'″≦TP, the upshift signal (
F47) is output. Furthermore, the system ratio shift speed is set based on the difference (deviation amount) between the actual engine speed and the target engine speed (see FIG. 15). At F49, if the slip control flag B = 1, the gear shift speed is set to be slow (F5 0, e = g(xi)), and if the slip control flag B = O, the normal gear shift speed is set. Set (F51, mi = f (Xl).Furthermore, the sheave movement speed is controlled so that the system ratio shift speed becomes e (F521 (see Fig. 16)).

−As an example, to explain upshifting in high-speed mode,
Take the current system ratio (point P) and from there F50,
The shifting speed determined in step 51 is taken parallel to the oar axis (l,
l, draw a line segment parallel to the vertical axis from that point (12)
. The belt speed change speed is determined and controlled in proportion to the size of this 12. The same process is performed in other cases such as when in L mode and when downshifting.

Also, FIG. 17 shows solenoid valves 31 and 32.

It is a flow showing control of S3. At step F53,
The duty control of the first solenoid valve S1 is performed at the time of noft control N-D1N-R, and in step F54, the second solenoid valve S2 is set to L-hH.
Alternatively, switching control is performed between H and L. Then, in step F55, it is determined whether or not slip control is being performed.
Lock-up clutch control is performed by the third solid valve S3, which is not under slip control (F561,
Further, when slip control is in progress, lock-up clutch control is maintained in the off state (F57).

(G) As described in detail of the invention, when slipping of the drive wheels is detected,
The target system ratio is set small to eliminate the slip, and a correction amount corresponding to the changed system ratio is set, and the corrected target system ratio is set by the correction amount setting means (1 2 3). Since the speed change operating means (ioo) is controlled by the , once a slip occurs, the vehicle runs with a corrected low driving force during a series of runs, preventing another slip from occurring and ensuring stable running. can be maintained.

In addition, a manual change means (1 4 3) is provided that is set by the driver by predicting the slip of the drive wheels in advance, and when the correction amount of the correction I setting means (1 2 3) is set by the manual change means, snow accumulation It can be set in advance to prevent slipping depending on the road, dirt road, gravel road, etc., making it possible to easily perform advanced driving techniques.

Furthermore, by slowing down the operation speed of the continuously variable transmission operating means (101) during slip control, the acceleration and deceleration operations can be slowed down to more reliably prevent the occurrence of slip.

Furthermore, when lock-up clutch control is turned off during slip control, smooth control is achieved via the fluid coupling (11), and slip can be reliably prevented from occurring.

Furthermore, by providing a torque change limit setting means (142), even on extremely slippery road surfaces, it is possible to prevent insufficient driving force due to upshifts and impairing starting performance.

[Brief explanation of the drawing]

FIG. 1 is a functional block diagram according to the present invention. Further, FIG. 2 is a schematic diagram showing an automatic continuously variable transmission to which the present invention can be applied, and FIG. 3 is a diagram showing the operation of each element at each position. Furthermore, FIG. 4 is a block diagram showing a control device in an embodiment of the present invention, FIG. 5 is a diagram showing its hydraulic control circuit, and FIG. 6 is a block diagram showing an electronic control device in this embodiment. FIG. 7 is a main flow showing the operation of this embodiment, and FIG. 8 is a flow showing a slip detection process. Further, FIG. 9 is a diagram showing changes in vehicle speed depending on vehicle speed and throttle opening. FIG. 10 is a flowchart showing calculation of the target torque ratio (system ratio) of the continuously variable transmission during slip control, and FIG. 11 is a diagram showing each correction mode curve. Also, Fig. 12 (al, (bl,
(el is a diagram showing the calculation method of each different correction mode curve. 1st) Figure is a flow diagram showing the control of the continuously variable speed operating means actuator!・FIG. 14 is a diagram showing the relationship between the belt torque ratio and the system torque ratio. 1st
FIG. 5 is a diagram showing the relationship between shift speed and deviation amount. 16th
The figure shows the relationship between the continuously variable transmission sheave position and the system ratio. FIG. 17 is a flowchart showing control of each solenoid valve. 1. Automatic continuously variable transmission, 10. Input device, 11
-...Fluid coupling, 12...Lock-up clutch, 20...Low-high speed mode switching device, 30...
(belt type) continuously variable transmission device, 100...speed change operation means, 101...continuously variable speed operation means (motor)
, 103...Lockup control means, 1
10... Gear change state detection means, 120 - (electronic) control section, 121... Target torque ratio setting means,
122...torque ratio changing means, 123...correction amount setting means, 125...shift operation speed setting means,
126...Lockup control release means, 14
1...Slip detection means, 142...Torque ratio change limit setting means, 143...Manual setting means,
145・Cancellation means.

Claims (6)

[Claims] (1) A control device for an automatic continuously variable transmission for a vehicle, which includes a continuously variable transmission that steplessly changes the rotation of an input member and a speed change operation means, and sets a target torque ratio that is determined depending on the driving situation. a target torque ratio setting means; a slip detection means for detecting a slip of a drive wheel to which engine rotation is transmitted via the continuously variable transmission; and a slip of the drive wheel is detected based on a signal from the slip detection means. and a torque ratio changing means for reducing the target torque ratio to a torque ratio in which the slip is eliminated, and setting a correction amount corresponding to the changed torque ratio based on a signal from the torque ratio changing means. and correction amount setting means for correcting the target torque ratio by the correction amount, and controlling the shift operation means based on a signal from the target torque ratio corrected by the correction amount setting means. A control device for an automatic continuously variable transmission for a vehicle, which is characterized by: (2) A control device for an automatic continuously variable transmission for a vehicle comprising a continuously variable transmission that steplessly changes the rotation of an input member and a speed change operation means, the control device setting a target torque ratio that is determined depending on the driving situation. a target torque ratio setting means; a manual setting means for manually setting the engine rotation to correspond to the slip of the drive wheels transmitted via the continuously variable transmission; and a manual setting means corresponding to the torque ratio set by the manual setting means. correction amount setting means for setting a correction amount to correct the target torque ratio by the correction amount, and adjusting the shift operation based on a signal from the target torque ratio corrected by the correction amount setting means. 1. A control device for an automatic continuously variable transmission for a vehicle, characterized in that the control device is configured to control means. (3) The speed change operation means is a continuously variable speed operation means for operating the continuously variable transmission, and the operation speed of the continuously variable speed operation means is set to be slow based on a signal from the torque ratio changing means. a speed change operation speed setting means for
A control device for an automatic continuously variable transmission for a vehicle according to claim (1) or (2). (4) The continuously variable transmission includes an input device consisting of a fluid coupling and a lock-up clutch, and includes lock-up control release means for releasing the lock-up clutch based on a signal from the torque ratio changing means. A control device for an automatic continuously variable transmission for a vehicle according to claim (1) or (2). (5) Changing the torque ratio by the torque ratio changing means,
2. The control device for an automatic continuously variable transmission for a vehicle according to claim 1, further comprising torque ratio change limit setting means for regulating the torque ratio so that the torque ratio does not fall below a minimum predetermined torque ratio determined depending on driving conditions. (6). Any one of claims (1) to (4), further comprising a release means for releasing the correction amount setting means, the gear change operation speed setting means, and/or the lock-up control release means by a reset switch or by stopping the vehicle. A control device for an automatic continuously variable transmission for a vehicle according to item 1.