JPH03249462A - Continuously variable transmission controller - Google Patents

Abstract

PURPOSE:To simplify structure by automatically selecting the capability of a traveling mode for providing the capability of each shift position with ignoring ON/OFF of a capability turnover switch under a turnover operation condition and a traveling condition, at the time of shift operation. CONSTITUTION:At the time of ON-operation of a capability turnover switch 84, the capability of a traveling mode on a shift position is turned over by the capability turnover switch 84. At the time of shift operation, due to a turnover operation condition and a traveling condition input to a control unit 82, the capability of the traveling mode is automatically selected to be turnover- controlled for providing capability showing the characteristics of each shift position with ignoring the ON/OFF signal of the capability turnover switch 84. Thus, structure is maintained simple and also power efficiency is brought out effectively, so that drivability, profitability, sporty driving, acceleration performance and engine brake effect corresponding to the shift position are effectively exhibited.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a continuously variable transmission control device, and more particularly, to a continuously variable transmission control device, in which the groove width between a fixed pulley portion and a movable pulley portion is decreased or increased. The present invention relates to a continuously variable transmission control device that performs speed change control by increasing/decreasing the rotation radius of a belt wound around both pulleys and changing the speed ratio.

[Prior Art] In a vehicle, a transmission is interposed between an internal combustion engine and drive wheels. This transmission changes the driving force and running speed of the drive wheels in accordance with the widely changing running conditions of the vehicle, thereby fully demonstrating the performance of the internal combustion engine. The transmission includes a fixed pulley part fixed to the rotating shaft and a movable pulley part attached to the rotating shaft so as to be able to approach and separate from the fixed pulley part. There is a continuously variable transmission that transmits power by increasing or decreasing the rotation radius of a belt wrapped around a pulley by decreasing or increasing the width of the groove, thereby changing the speed ratio (belt ratio). Examples of this continuously variable transmission include Japanese Patent Application Laid-Open No. 57-186658, Japanese Patent Application Laid-Open No. 59-43249, and Japanese Patent Application Laid-open No. 59-7.
It is disclosed in Japanese Patent Application Laid-open No. 7159 and Japanese Patent Application Laid-Open No. 61-233256.

In addition, we have already filed an application for a continuously variable transmission control method that inputs a throttle opening detection signal, a vehicle speed detection signal, and a rotation speed limitation command at a shift position into a control unit, determines an optimal target engine rotation speed, and performs gear change control. Completed (Unexamined Japanese Patent Publication No. 1983)
-44346).

[Problems to be Solved by the Invention] By the way, in the conventional control device for a continuously variable transmission, characterization, which is a characteristic of the driving mode, is performed for each shift position. There are no models that have a performance switch, which is a capability selection switch that changes the mode capability (such as an O/D (overdrive) switch that functions only in the D range, or an E
There are switches such as CN0/POW switch.

However, the O/D switch and the ECN0/POW switch do not function at the Ll and L2 shift positions, and when setting multiple driving modes, it is necessary to provide the shift lever with multiple shift positions.

For this reason, the angle between the shift positions becomes small, making it troublesome to shift the shift lever to the desired shift position, which reduces operability.
This requires the driver to visually confirm whether the desired shift position is reached, which is disadvantageous in practical terms.

In addition, by increasing the number of shift positions, the number of shift switching parts on the transmission side that are linked to the shift lever increases, and high precision is required to ensure reliable operation, making the configuration more complex. This has the disadvantage that it is difficult to manufacture, increases cost, and is economically disadvantageous.

[Purpose of the Invention] Therefore, in order to eliminate the above-mentioned inconvenience, the object of the present invention is to switch the ability of the driving mode at the shift position when an on signal from the ability changeover switch that changes the ability of the driving mode at the shift position is input. At the same time, during the shift operation, depending on the switching operation state and the driving state, the on/off signal of the ability changeover switch is ignored, and the ability of the driving mode is automatically selected to represent the characteristics of each shift position. By providing a control section to
The ability of the driving mode at each shift position can be changed simply by providing a capacity changeover switch, and the structure can be maintained simply. At the same time, the ability of the driving mode at each shift position can be changed depending on the switching operation state and the driving state during the shift operation. The object of the present invention is to realize a continuously variable transmission control device that can automatically select and switch the ability to express the characteristics of each shift position and can efficiently bring out power performance.

[Means for Solving the Problems] In order to achieve this object, the present invention provides for a fixed pulley part and a movable pulley part attached to the fixed pulley part so as to be able to move toward and away from the fixed pulley part. In a continuously variable transmission control device that performs speed change control to change a gear ratio by increasing or decreasing a rotation radius of a belt wound around both pulleys by increasing or decreasing a groove width of the belt, a capability changeover switch that switches the capability of a running mode at a shift position. is provided, and when an on signal from the ability changeover switch is input, the ability of the driving mode at the shift position is controlled to be switched, and at the time of shift operation, the on/off signal of the ability changeover switch is controlled depending on the switching operation state and the driving condition. The present invention is characterized in that it is provided with a control section that automatically selects and controls the switching of the ability of the driving mode so as to ignore the ability and make the ability representative of the characteristics of each shift position.

[Function] With the above-described configuration, when the ability selector switch is turned on, the ability of the driving mode at the shift position is changed by the ability changeover switch, and when the shift operation is performed, the switching operation state and the driving state input to the control unit are changed. By ignoring the on-off signal of the ability selector switch, the ability of the driving mode is automatically selected and controlled to express the characteristics of each shift position, keeping the structure simple and improving the power performance. is extracted efficiently.

[Examples] Examples of the present invention will be described in detail below based on the drawings.

1 to 6 show embodiments of this invention. Second
In the figure, 2 is a belt-driven continuously variable transmission, 2A is a belt, 4 is a drive-side pulley, 6 is a drive-side fixed pulley part, 8 is a drive-side movable pulley part, 10 is a driven-side pulley,
12 is a fixed pulley piece on the driven side, and 14 is a movable pulley piece on the driven side. As shown in FIG.
and a drive-side movable pulley piece 8 mounted on the rotating shaft 16 so as to be movable in the axial direction of the rotating shaft 16 but not rotatable. Further, similarly to the driving pulley 4, the driven pulley 10 includes a fixed driven pulley piece 12 and a movable driven pulley piece 14.

First and second housings 18.20 are attached to the driving side movable pulley piece 8 and the driven side movable pulley piece 14, respectively, and first and second hydraulic chambers 22.24 are formed, respectively. . At this time, a biasing means 26 made of a spring or the like is provided in the second hydraulic chamber 24 on the driven side to bias the second housing 20 in the direction of expansion of the second hydraulic chamber 24.

An oil pump 28 is provided on the rotating shaft 16, and the oil pump 28 is connected to the first and second hydraulic chambers 22,24.
The first oil passages 30 and 30 communicate with each other through second oil passages 30 and 32, and a primary pressure control valve 34, which is a speed change control valve, that controls the primary pressure, which is the input shaft sheave pressure, is interposed in the middle of the first oil passage 30. In addition, a line pressure (generally 5 to 25 kg/c
! 2) is connected to a constant pressure control valve 38 that controls the pressure at a constant pressure (3 to 4 kg/cs2), and the primary pressure control valve 3
4 is communicated with a first three-way solenoid valve 42 for primary pressure control through a fourth oil passage 40.

Further, a line pressure control valve 4 having a relief valve function for controlling the line pressure, which is the pump pressure, is disposed in the middle of the second oil passage 32.
4 is communicated through a fifth oil passage 46, and a second three-way solenoid valve 50 for line pressure control is communicated with this line pressure control valve 44 through a sixth oil passage 48.

Furthermore, a clutch pressure control valve 52 for controlling the clutch pressure is installed in the seventh oil passage 5 in the middle of the second oil passage 32 on the second hydraulic chamber 24 side than the part communicating with the line pressure control valve 44.
4, and a third direction solenoid valve 58 for clutch pressure control is connected to this clutch pressure control valve 52 through an eighth oil passage 56.
Communicate.

Further, the primary pressure control valve 34, the first solenoid valve 42 for primary pressure control, the constant pressure control valve 38, the sixth oil passage 48, the second solenoid valve 50 for line pressure control, and the clutch pressure control valve 52 are connected to a ninth oil The passages 60 communicate with each other.

The clutch pressure control valve 52 is communicated with the hydraulic start clutch 62 through a tenth oil passage 64, and a pressure sensor 68 is communicated with the tenth oil passage 64 through an eleventh oil passage 66. This pressure sensor 68 can directly detect the oil pressure when controlling the clutch pressure in hold and start modes, and contributes to instructing the detected oil pressure to be the target clutch pressure. Furthermore, since the clutch pressure becomes equal to the line pressure in the drive mode, it also contributes to line pressure control.

An input shaft rotation detection gear 70 is provided on the outside of the first housing 18.
A first rotation detector 72 on the input shaft side is provided near the outer peripheral portion of the input shaft rotation detection gear 70. Further, an output shaft rotation detection gear 74 is provided on the outside of the second housing 20, and a second rotation detector 76 on the output shaft side is provided near the outer peripheral portion of the output shaft rotation detection gear 74. Detection signals from the first rotation detector 72 and the second rotation detector 76 are output to a control section 82, which will be described later, to determine the engine rotation speed and belt ratio.

The hydraulic start clutch 62 is provided with an output transmission gear 78, and a third rotation detector 80 for detecting the rotation of the final output shaft is provided near the outer periphery of the gear 78. In other words, this third
The rotation detector 80 detects the rotation of the final output shaft directly connected to the reduction gear, the differential, the drive shaft, and the tires.
Vehicle speed can be detected. Further, the second rotation detector 7
6 and the third rotation detector 80, the hydraulic starting clutch 6
It is also possible to detect rotations around 2, which contributes to detecting the amount of clutch slip.

Furthermore, various conditions such as the throttle opening of a carburetor (not shown) of the vehicle, the engine rotation from the first to third rotation detectors 72.7B and 80, and the vehicle speed are inputted to change the duty rate and perform gear change control. A control unit 82 controls the opening and closing operations of the first three-way solenoid valve 42 for primary pressure control, the second three-way solenoid valve 50 for line pressure control, and the third three-way solenoid valve 58 for clutch pressure control. At the same time, it is configured to also control the pressure sensor 68. Further, in detail, the functions of various signals and input signals input to the control section 82 are as follows: (1) Shift lever position detection signal...... by each range signal such as PlRlN, D, LL, L2, etc. Line pressure and ratio required for each range, clutch control, carburetor throttle opening detection signal...
Detects the engine torque from the memory loaded in the program in advance, determines the target ratio or target engine speed, detects the carburetor idle position, and improves accuracy in correction and control of the carburetor throttle opening sensor. , Accelerator pedal signal: Detects the driver's intention based on the state of depression of the accelerator pedal and determines the direction of control when driving or starting ■, Brake signal: Detects the driver's intention based on the state of depression of the accelerator pedal. Detects the presence or absence of the clutch and determines the direction of control such as disengaging the clutch ■, power mode option signal... Used as an option to make the performance of the vehicle more sporty (or more economical).

Further, the control section 82 controls to switch the ability of the driving mode at the shift position when an on signal from a performance switch 84, which is a ability changeover switch to be described later, is input, and also performs control according to the switching operation state and the driving state during the shift operation. It is configured to ignore the on/off signal of the performance switch 84 and automatically select and control the ability of the driving mode to express the characteristics of each shift position.

More specifically, when the control section 82 receives an on signal from a performance switch 84 provided near the driver's seat, the control section 82 switches the drive mode capabilities at each shift position of beam, LX, and L2. Control. In other words, the D range adds capabilities that emphasize economical driving in addition to the capabilities of the conventional D range, and the L Runge adds capabilities that emphasize economical driving.
In addition to the abilities of the lunge, an ability that emphasizes engine braking will be added, and in addition to the abilities of the conventional L2 range, an ability that emphasizes sporty driving will be added.

Furthermore, when operating a shift lever (not shown) to shift positions D, Ll, and L2, the control section 82 controls the performance switch 84 based on the throttle opening THRT, which is a switching operation state, and the vehicle speed NCO, which is a running state. The on/off signal is ignored, and the ability of the driving mode is automatically selected and switched so that the ability represents the characteristics of each shift position of L1 and L2.

For example, in the L lunge, when a shift operation is performed, engine braking is automatically selected and switched to have a large capacity.

Further, as shown in FIG. 2, a manual shift valve 86 and a shift servo valve 88 are sequentially connected from the clutch pressure control valve 52 side to the middle of the eleventh oil passage 66 that communicates the clutch pressure control valve 52 and the pressure sensor 68. The manual shift valve 86 and the second oil passage 32 are arranged so that the manual shift valve 86 and the second oil passage 32 are
They are provided in communication through an oil passage 90.

Note that 92 is a piston of the hydraulic start clutch 62, and 94
1 is an annular spring, 96 is a first pressure plate, 98 is a friction plate, 100 is a second pressure plate, 1
02 is an oil pan, and 104 is an oil filter.

Furthermore, a block diagram of the control section 82 will be explained.

As shown in FIG. 3, the control unit 82 controls the throttle opening T.
It has an An map for inputting HRT' and Bn and Cn maps for inputting vehicle speed NCO which is the clutch output rotation,
As shown in FIG. 4, the An map is a map of the relationship between the target engine speed NFSPR and the throttle opening T)IRT, and the Bn map is the upper limit value of the target engine speed NESPR, as shown in FIG. UPPER-L IMI
This is a map of the relationship between T and vehicle speed NCO, and the Cn map is a map of the relationship between lower limit value LOWER-LIMIT of target engine speed NFSPR and vehicle speed NCO, as shown in FIG.

That is, the An map is the performance switch 8.
In order to switch the driving mode capability of each shift position, L2, and Ll by 4, D range t6 L' T:
A 1 , A 2 ''-/map 200.202, A3 and A4 maps 204.206 in the L2 range, and A5 and AS maps 208.210 in the Ll range.

Similarly to the An map, the Bn and Cn maps also change the shift position by the performance switch 84.
B101, B2-1-C2 map 2 in D range to switch the ability of L2 and Ll driving modes.
12.214, B3+C3, B4+ in L2 range
C4 map 216.218, B5+ in Ll range
It has C5, B6+C6 map 220.222.

Furthermore, for example, the A6 map 210 in the Ll range
and B8+CB map 222, the elapsed time since the shift position became Ll range and the time trigger SHTMTR.
A comparison signal is input.

When the performance switch 84 is in the off state, the AI map 200, the A3 map 204, the A5
When the performance switch 84 is on, the A2 map 202, the A4 map 206, the A6 map 210, the B2+C2 map 214, the B4+C4 map 218, First to sixth switching sections 224-1 to 224-8 are provided to switch to the B6+CB map 222, respectively.

In addition, a comparison signal between the elapsed time since the shift position became Ll range and the time trigger SHTMTR indicates that time≦SH
TMTR and THRT: for aTHRTR, A6
Seventh and eighth switching sections 224-7 and 224-8 are provided to switch the map 210 and the B8+CB map 222 to the YES side.

Ninth and tenth switching units 22 select a map that matches the shift position by a shift operation of a shift lever (not shown)
4-9.224-10 is provided, the ninth switching unit 224-9 switches to the An map side, and the calculated target engine speed NFSPR is subjected to upper and lower limit processing of the target engine speed NFSPH, which will be described later. Lower limit processing section 2
26, and the Bn
and the Cn map side, and the calculated upper limit value NESPRUPPER-LIMIT and lower limit value NESP
RLOWER-LIMIT is output to the upper and lower limit processing section 226.

Filter processing section 2 that performs filter processing on this upper and lower limit processing section 226 to obtain the final target engine rotation speed NESPF.
28 are connected and provided.

Next, the effect will be explained.

As shown in FIG. 2, in the belt-driven continuously variable transmission 2, an oil pump 28 located on the rotating shaft 16 operates in accordance with the drive of the rotating shaft 16, and the oil is pumped into an oil pan 102 at the bottom of the transmission. is absorbed through the oil filter 104. The line pressure, which is this pump pressure, is controlled by a line pressure control valve 44, and if the amount of leakage from this line pressure control valve 44, that is, the amount of relief from the line pressure control valve 44 is large, the line pressure will be low; If it is less, the line pressure will be higher.

Next, electronic control of the belt-driven continuously variable transmission 2 will be explained.

Continuously variable transmission 2 is hydraulically controlled, and in response to commands from control unit 82, appropriate line pressure for belt retention and torque transmission, primary pressure for changing gear ratio, and clutch engagement are ensured. Clutch pressure is secured for each.

The explanation will be made along the control flowchart of the belt-driven continuously variable transmission 2 shown in FIG.

A control program for the belt-driven continuously variable transmission 2 is started (300)L by the drive of an internal combustion engine (not shown);
Determining whether the driving state is in drive mode DRV (302
)I do.

If this judgment (302) is YES, judgment is made as to whether the shift position is L2 or Ll (
304), and if the judgment (302) is NO,
Shift to another ratio control (306) and return the control program (336).

In the shift position judgment (304), if the shift lever (not shown) is in the D range, a judgment is made as to whether the performance switch 84 is on or off (308), and when the performance switch 84 is turned off, Input the throttle opening THRT signal and read the AX map 200.
The target engine speed NFSPR is calculated by inputting the vehicle speed NCO signal, and the B1+C1 map 21
2, -J-limit value T of target engine speed NFSPR
, JPPER-LIMIT and lower limit value LOWER-L
Calculate IMIT (310).

When the performance switch 84 is turned on, the throttle opening THRT signal is input, and the target engine speed NFSPR is calculated using the A2 map 202.
Input the vehicle speed NCO signal and use the B2+C2 map 214 to determine the upper limit value UPPER of the target engine speed NFSPH.
-LIMIT and lower limit value LOWER-LIMIT
is calculated (312).

When the shift lever (not shown) is in the L2 range, the on/off operation of the performance switch 84 is determined (314), and when the performance switch 84 is turned off, the throttle opening THRT signal is output. Input,
Target engine speed NFSPR by A3 map 204
At the same time as calculating the vehicle speed NCO signal, B3
Target engine speed NFSP by +C3 map 216
Upper limit value UPPER-LIMIT and lower limit value LOVE of R
Calculate R-LIMIT (31B).

When the performance switch 84 is turned on, the throttle opening THRT signal is input, and the target engine speed NFSPR is calculated using the A4 map 206.
Input the vehicle speed NCO signal and use the B4+C4 map 218 to determine the upper limit value UPPER of the target engine speed NFSPR.
-LIMIT and a lower limit value LOWER-LIMIT are calculated (318).

Furthermore, when the shift lever (not shown) is in L lunge, the elapsed time since the shift lever was in L lunge is compared with the time trigger SHTMTR (320), and if the elapsed time>SHTMTR, , the process moves to judgment of on/off operation of the performance switch 84 (322), and if the elapsed time≦SHTMTR, the throttle opening TH
The process moves to a comparison (324) between RT and the trigger THRTR that detects the substantially fully closed state of the throttle opening THRT.

In this comparison (324), THRT>THR
In the case of TR, turn on/off the performance switch 84.
The process moves to the off operation determination (322), and the on/off operation determination of the performance switch 84 is performed (322). When the performance switch 84 is turned off, the throttle opening THRT signal is input, and the A5 map 208 While calculating the target engine speed NFSPR,
Input the vehicle speed NCO signal and use the B5+C5 map 220 to determine the upper limit of the target engine speed NFSPH.
-LIMIT and a lower limit value LOWER-LIMIT are calculated (326).

Also, in the above comparison (324), THRT: 11
In the case of THRTR and when the performance switch 84 is turned on in the judgment (322), the throttle opening TH
Input the RT signal, calculate the target engine speed NFSPR using the HE6 map 210, and calculate the vehicle speed NCO.
The upper limit value UPPER-L IM of the target engine speed NFSPR is input using the BS+CB map 222.
Calculate IT and lower limit value LOWER-LIMIT (32
8) Do.

Then, calculate the upper limit UPPER-LIMIT and lower limit LOWER-LIMIT of the target engine speed NFSPR and the target engine speed NESPR (31O),
(312), (31B), (318), (326
), after (328), the target engine speed NFSP
Upper and lower limit processing (330) of R is performed, and filter processing (33) is performed.
2) is performed to obtain the final target engine speed NESPF, and the ratio duty is calculated based on this final target engine speed NFSPF (334).

Thereafter, the control program returns (336).

As a result, by simply providing the performance switch 84, it is possible to switch the ability of the driving mode at each shift position in the L2 and LX ranges, and there is no need to increase the number of shift positions. The number of shift switching parts does not increase, high precision is not required, the structure can be kept simple, manufacturing is easy, and costs can be reduced, which is economically advantageous.

In addition, the throttle opening THRT, which is the switching operation state when the shift lever is operated, and the vehicle speed NCO, which is the driving state.
By ignoring the on-fist off signal of the performance switch 84, the ability of the driving mode can be automatically selected and controlled to express the characteristics of each shift position of LL and L2. The performance can be brought out efficiently, and the shift position, e.g. Dl L2, L
1.Drivability, economy, sporty driving, acceleration performance, or engine braking effect can be efficiently demonstrated depending on the position, and driving characteristics (shifting characteristics) can be created.
This is practically advantageous because it can meet the driving characteristics required by the driver.

Furthermore, especially in the LX range, the throttle opening TH
The control unit 82 can automatically select and control switching to increase engine braking performance during a shift operation based on RT and vehicle speed NCO, thereby improving safety when the vehicle is running.

Furthermore, by providing the performance switch 84, there is no need to provide a large number of shift positions on the shift lever when setting a large number of driving modes, and the shifting operation of the shift lever is easy, improving operability. There is no need for the driver to visually check whether the desired shift position is reached, which improves usability.

Note that the present invention is not limited to the above-described embodiments, and various modifications can be made.

For example, in the embodiment of the present invention, there are two maps at each shift position using a performance switch serving as a capacity changeover switch, but it is also possible to set three or more maps at each shift position.

[Effects of the Invention] As described above in detail, according to the present invention, when an on signal from the ability changeover switch that changes the ability of the driving mode at the shift position is input, control is performed to switch the ability of the driving mode at the shift position. and a control unit that ignores the on/off signal of the ability selector switch and automatically selects and controls the ability of the driving mode to represent the characteristics of each shift position, depending on the switching operation state and the driving condition during a shift operation. Because it is equipped with a capacity changeover switch, the capacity of the driving mode at each shift position can be changed by simply providing a capacity changeover switch, and there is no need for multi-stage shift positions. It is economically advantageous because the number of points does not increase, the structure can be kept simple, and the cost can be kept low. In addition, when shifting with the shift lever, the ability of the driving mode is automatically selected depending on the switching operation state and the driving condition, ignoring the on/off signal of the ability selector switch, so that the ability represents the characteristics of each shift position. By being able to control switching, it is possible to efficiently extract power performance, and it is possible to efficiently demonstrate driveability, economy, sporty driving, acceleration performance, or engine braking effect depending on the shift position, which is advantageous in practice. be. Furthermore, by providing the above-mentioned capacity changeover switch, there is no need to provide a large number of shift positions on the shift lever when setting a large number of driving modes, and the shifting operation of the shift lever is easy and operability can be improved. There is no need for the driver to visually check whether the desired shift position is reached, which can improve usability.

[Brief explanation of drawings]

1 to 6 show embodiments of the present invention, FIG. 1 is a flowchart for controlling a belt-driven continuously variable transmission, FIG. 2 is a schematic diagram of a belt-driven continuously variable transmission, and FIG. 3 is a belt-driven continuously variable transmission. A schematic block diagram of the control unit of the drive-type continuously variable transmission. Fig. 4 is a diagram showing the relationship between the target engine speed NFSPR and the throttle opening THRT. Fig. 5 is a diagram showing the relationship between the target engine speed NFSPR and the throttle opening THRT. Fig. 5 is a diagram showing the upper limit value UPPER-L of the target engine speed NESPR. FIG. 6 is a diagram showing the relationship between IMIT and vehicle speed NCO, and FIG. 6 is a diagram showing the relationship between lower limit value LOWER-LIMIT of target engine speed NESPR and vehicle speed NCO. In the figure, 2 is a belt-driven continuously variable transmission, 2A is a belt, 4 is a driving pulley, 10 is a driven pulley, 3
0 is the first oil passage, 32 is the second oil passage, 34 is the primary pressure control valve, 36 is the third oil passage, 38 is the constant pressure control valve, 40 is the fourth oil passage, 42 is the first three-way solenoid valve, 44 46 is the line pressure control valve, 46 is the fifth oil passage, and 48 is the line pressure control valve.
is the sixth oil passage, 50 is the second three-way solenoid valve, 52 is the clutch pressure control valve, 54 is the seventh oil passage, 56 is the eighth oil passage, 58 is the third three-way solenoid valve, 60 is the ninth oil passage, 62 is a hydraulic starting clutch, 64 is a 10th oil passage,
66 is an eleventh oil passage, 68 is a pressure sensor, 72 is a first rotation detector, 76 is a second rotation detector, 80 is a third rotation detector, 82 is a control unit, 84 is a manual shift valve, 88 is a shift a servo valve; 90, a twelfth oil passage; 92, a piston; 94, an annular spring; 86, a first pressure coupler; 98, a flexible date plate;
102 is an oil pan, and 104 is an oil filter. Patent applicant

Claims (1)

[Claims] 1. The radius of rotation of the belt wound around both pulleys can be increased by decreasing or increasing the groove width between the fixed pulley piece and the movable pulley piece that is attached to the fixed pulley piece so as to be able to move toward and away from the fixed pulley piece. In a continuously variable transmission control device that performs speed change control to increase/decrease the gear ratio, a capability selector switch is provided to change the capability of the driving mode at the shift position, and when an ON signal from the capability selector switch is input, the capability of the drive mode at the shift position is changed. Control is performed to switch the ability of the driving mode, and at the time of shift operation, the on/off signal of the ability changeover switch is ignored depending on the switching operation state and the driving condition, and the ability of the driving mode is automatically changed to the ability that represents the characteristics of each shift position. 1. A continuously variable transmission control device, characterized in that it is provided with a control section that selectively controls switching.