JPH03168467A - Control device of transmission - Google Patents

Abstract

PURPOSE:To reduce a change in torque during turning of a vehicle so as to improve running stability by providing a speed change speed decreasing means for decreasing a speed change ratio changing speed smaller than in the case except when the turning of the vehicle is detected by a vehicle turning detecting means. CONSTITUTION:Control device of a transmission is provided with a vehicle turning detecting means for detecting a vehicle during turning and a speed change speed decreasing means for decreasing a speed change ratio changing speed smaller than in the case except when the turning of the vehicle is detected by the vehicle turning detecting means. By this constitution, the speed change ratio changing speed is decreased smaller than in the normal case during the turning of the vehicle. Accordingly, even a speed change is performed during the turning, a torque change following the speed change is decreased, and running stability can be improved by decreasing a change of tendency such as oversteering and understeering tendencies.

Description

[Detailed description of the invention] (B) Industrial application fields The present invention relates to a first-sight control device for a transmission.

(b) Conventional technology As a conventional transmission control device, Japanese Patent Application Laid-Open No. 61-1053
There is something like the one shown in Publication No. 51. In the transmission control device shown in this figure, the gear ratio is continuously controlled in accordance with the operation of the step motor. The rotation speed of the step motor is basically constant, or the rotation speed of the step motor is increased by a certain amount when a sudden speed change is required (see Japanese Patent Laid-Open No. 58-200842).

(C) Invention or problem to be solved However, when a vehicle equipped with the above-mentioned transmission control device is turning at high speed, downshifting (shifting from a small gear ratio side to a large gear ratio side) is difficult. If this is done, a torque change occurs, which increases the tendency for oversteer in FR vehicles, and on the other hand, increases the tendency for understeer in FF vehicles, which adversely affects driving stability. The present invention is based on such 5
The purpose is to solve problems.

(two). Means for Solving Ifa The present invention solves the above three problems by reducing the speed change ratio change sequence during both ψ turns.

That is, the +t+lI control device for a speed machine according to the present invention is as follows:
vehicle turning detection means for detecting that the vehicle is turning; and gear change speed reducing means for reducing the speed ratio change speed when the river turning detection means detects the turning of the lj-car than in other cases; have.

(e) Effect: While the vehicle is turning, the speed ratio change speed becomes smaller than in normal situations. Therefore, even if a gear change is performed during a turn, the accompanying torque change is small, and changes in tendencies such as oversteer tendency and understeer tendency are reduced.

(F) Embodiment FIG. 2 shows a power transmission mechanism of a continuously variable transmission. This continuously variable transmission has fluid coupling 2 and reverse switching mechanism 15.
, (2) a belt type continuously variable transmission mechanism 29, a differential device 56, etc., and can transmit the rotation of the output shaft 10a of the engine 10 to the output shafts 66 and 68 at a predetermined gear ratio and rotation direction. This continuously variable transmission uses fluid coupling 1
2 (lock-up oil chamber 12a, bomb in-vehicle 12b
, turbine runner 12c, etc.), rotation @13
, drive shaft 14, forward/reverse switching mechanism 15, drive pulley 16 (
Fixed conical member 18, drive boule cylinder chamber 20 (chamber 2
0a, chamber 20b), movable conical member 22, groove 22a, etc.), planetary gear mechanism 17 (sun gear 19, pinion gear 21, pinion gear 23, pinion carrier 25)
, internal gear 27, etc.), ■Belt 24,
Driven boley 26 (consisting of fixed conical member 30, driven boley cylinder chamber 32, movable conical member 34, etc.), driven shaft 28, forward clutch 40, drive gear 46, idler gear 48, reverse brake 50, idler shaft 52, binion gear 54, final gear 44, binion gear 58,
pinion gear 60, side gear 62, side gear 64,
Although it is composed of an output shaft 66, an output shaft 68, etc., a detailed explanation of these will be omitted. Note that the structure of the portions whose explanations are omitted are described in Japanese Patent Application Laid-Open No. 105353/1983 filed by the present applicant.

Fig. 3 shows a hydraulic pressure I{1 g4 device for a continuously variable transmission. This hydraulic control device includes an oil bomb 101, a line pressure regulating valve 102, a manual valve 104, and a speed change III control valve 106.
, speed ratio command valve 108, step motor ito, speed change operation mechanism 112, throttle valve 114, constant pressure regulation 1tt
s, a solenoid valve l18, a coupling pressure regulating valve 120, a lock-up control valve 122, etc., which are connected to each other as shown in the figure, and a forward clutch 40.
, reverse brake 50, fluid coupling 12, lock-up oil chamber 12a. It is also connected to the driving boule cylinder chamber 20 and the driven boule cylinder chamber 32 as shown. A detailed explanation of these valves and the like will be omitted.

For the parts whose explanation is omitted, please refer to the above-mentioned Japanese Patent Application Laid-open No. 61-10.
It is described in Publication No. 5353. In addition, each reference mark C in FIG. 3 indicates the following member. Binion gear 110a, tank 130, strainer 13l1 extraction path 132, relief valve 133, valve hole 134, port 1 3 4 a Ne,
Subur 136, lands 136a-b, oil passage 138, one-way orifice 139, oil passage 140, oil passage 142, one-way orifice 143, valve hole 146, boat l46a-g
, spool 148, land 148aNe, sleeve 15
0, spring 152, spring 154, gear ratio transmission member 158, oil passage 164, oil passage 165, orifice 16
6, orifice 170, valve hole 172, boat 172aN
e, Subur 174, Land 174axc, Spring 175, Oil passage 176, Orifice 177, Lever 178
, oil passage 179, pin 181, gear ratio command subroutine 182
, land 1 8 2 a Nb , rack 182C, pin 183, bottle 185, valve hole 186, boat 186ax
d, oil passage 188, oil passage 189, oil passage 190, valve hole 192
, Boat 192a-g, Subur 194, Land 194a-e, Negative pressure diaphragm 198, Orifice 199, Orifice 202, Orifice 203, Valve hole 2
04, Boat 204aNe, Subur 206, Land 2
06a-b1 Spring 208, oil passage 209, filter 211, orifice 216, port 222, solenoid 224, plunger 224a, spring 225, valve hole 230, boat 230aNe, subur 232, land 232aNb, sublinder 234, oil passage 235, orifice 236 , valve hole 240, port 240aNh, subur 242, runt 2 4 2 a Ne, oil passage 243
, oil passage 245, orifice 246, orifice 247,
Orifice 248, orifice 249, choke type throttle valve 250, relief valve 251, choke type throttle valve 2
52, pressure holding valve 253, oil passage 254, cooler 256, cooler pressure holding valve 258, orifice 259, changeover detection switch 27B.

FIG. 4 shows a control unit 300 that controls the operation of the step motor 110 and the solenoid 224. The control unit 300 has an input interface 3
11, reference pulse generator 312, CPU (central processing unit) 313, ROM (read only memory) 314, R
It has an AM (random access memory) 315 and an output interface 316, which are communicated by an address bus 319 and a data bus 320. This control unit 300 includes an engine speed sensor 301, a vehicle speed sensor 302, a throttle opening sensor 303, and a shift position switch 304.
, the turbine rotation speed sensor 305, the engine coolant temperature sensor 306, the idle switch 307, the steering angle sensor 399 (a sensor that detects the turning angle of the steering wheel), and the signals from the changeover detection switch 298 or directly or from the waveform shapers 308, 309, and 322. , and AD converter 310, while amplifier 317 and line 31
A signal is output to the step motor 110 through 7a=d, and a signal is also output to the solenoid 224, but a detailed explanation of these will be omitted. Note that the structure of the parts whose explanation is omitted is described in the above-mentioned Japanese Patent Application Laid-Open No. 61-10
It is described in Publication No. 5353.

Control during gear shifting by the control unit 300 is performed by the fifth control unit 300.
This is performed according to the control flow shown in the figure. First, the vehicle speed vSP is obtained from the vehicle speed sensor 302, the throttle opening TVO is obtained from the throttle opening sensor 303, the actual drive boolean rotation speed (turbine rotation speed) Nin is obtained from the turbine rotation speed sensor 305, and the steering angle α is obtained from the steering angle sensor 399. Reading (step 502), then a shift pattern is searched based on the vehicle speed VSP and throttle opening TVO, and the target drive pulley rotation speed T-Nin is determined (step 504). Next, the target drive boolean rotation speed T-Ni
Find the target rotation angle θm of the step motor from n and vehicle speed VSP (see 506). Next, T-Nin is N
It is determined whether or not it is smaller than in, that is, whether it is a downshift (508), and if it is not a downshift, the step motor 110 is rotated at 100 pps to Om (510). On the other hand, in the case of downshifting, it is determined whether the steering angle α is larger than a predetermined value 41' (α0).

If it is larger than 50pp, step motor 110
Rotate to θm at s (514).

On the other hand, α is α. If smaller than step motor 1
10 is reduced to θm at 100 pps.

When a downshift is performed by the control described in E, and the steering angle α is large, the gear shift is performed slowly, and the torque fluctuation accompanying the gear shift is reduced.

This prevents oversteer and understeer tendencies from becoming stronger and improves driving stability.

In addition, in the embodiment described above, the turning state of the vehicle was detected only by the signal from the steering angle sensor, but torque fluctuation is not a problem at low vehicle speeds, so it is detected only at a predetermined vehicle speed or higher. It is also possible to slow down the rotational speed of the step motor. In addition, instead of the steering angle sensor, an acceleration sensor installed to detect acceleration in the left-right direction of the vehicle, and an acceleration sensor installed to detect acceleration in the direction perpendicular to the direction of travel of the vehicle on both or one of the front wheel axle and the rear wheel axle of the vehicle. An acceleration sensor provided to detect the acceleration, an acceleration sensor provided to detect the angular acceleration centered on the center of gravity of the vehicle, etc. can also be used.

In addition, although the above embodiment uses a continuously variable transmission as the transmission, in the case of a stepped transmission, the extraction pressure applied to the clutch etc. for gear change during turning is lower than when not turning. By lowering the speed ratio, the speed ratio change speed can be slowed down.

(G) Effects of the Invention As explained above, according to the present invention, the speed of change in gear ratio is made smaller when the vehicle is turning than in other cases, so torque fluctuations during the vehicle turn are reduced. , the driving stability of the vehicle is improved.

[Brief explanation of the drawing]

Fig. 1 is a diagram showing the relationship between the structural elements of the present invention, Fig. 2 is a framework diagram of the continuously variable transmission, Fig. 3 is a diagram showing the hydraulic circuit of the continuously variable transmission, and Fig. 4 is a diagram showing the hydraulic circuit of the continuously variable transmission. FIG. 5 is a diagram showing the control unit of the transmission, and FIG. 5 is a diagram showing the control flow. 110...Step motor, 300/Control unit.

Claims (1)

[Scope of Claims] 1. Vehicle turning detection means for detecting that the vehicle is turning, and a shift that reduces the speed of change in gear ratio when the vehicle turning detection means detects a turning of the vehicle than in other cases. A control device for a transmission, comprising: speed reduction means. 2. The transmission control device according to claim 1, wherein the transmission is a continuously variable transmission, and the transmission speed reducing means reduces the speed ratio change speed by slowing down the rotational speed of a motor for controlling the speed change. 3. The control device for a transmission according to claim 1, wherein the transmission is a stepped automatic transmission, and the transmission speed reducing means reduces the speed of change of the gear ratio by lowering the line pressure during shifting than when not turning.