JPH0370637A - Control device for engine/continuously variable transmission drive system - Google Patents

Abstract

PURPOSE:To improve operational performance by actuating a fuel adjusting mechanism so as to increase a fuel supply amount in accordance with a degree of changing speed of target speed change ratio in a continuously variable transmission, in engine provided with the fuel adjusting mechanism in which the fuel supply amount can be adjusted independently of operation of an accelerator pedal. CONSTITUTION:A continuously variable transmission 11, successively provided in line with an output side of an engine 10, is controlled by a continuously variable transmission control unit 300 which inputs output signals of a car speed sensor 302, engine speed sensor 305, throttle opening sensor 303, etc. Here the engine 10 is provided with a fuel injection device 402 controlled independently of operation of an accelerator pedal, and this device 402 is controlled by an engine control unit 400 in accordance with a signal output from the unit 300 in the case of a changing speed of target speed change ratio not less than a predetermined value. That is, only in the case of an engine speed necessary for a rapid increase with the changing speed of the target speed change ratio not less than the predetermined value, the fuel injection device 402 is controlled so as to increase a fuel supply amount.

Description

DETAILED DESCRIPTION OF THE INVENTION (a) Field of Industrial Application The present invention relates to a control device for an engine/continuously variable transmission drive system.

(b) Conventional technology In the conventional continuously variable transmission control device, for example,
As shown in No. 39870, a target gear ratio is determined based on various signals indicating the operating state of the vehicle, and a feedback control means is used so that the target gear ratio and the actually detected actual gear ratio match. The gear shift actuator is actuated by a signal from the vehicle. The feedback control gain is constant.

In order to increase the responsiveness and stability of feedback control, Japanese Unexamined Patent Publication No. 60-241561 discloses a technique for changing the control gain according to line pressure, and Japanese Unexamined Patent Publication No. 60-249759 discloses a technique for changing the control gain according to line pressure. discloses a technique in which the integral control gain is set to 0 according to the deviation between the target value and the actual value.

(C) Problems to be Solved by the Invention However, as mentioned above, even if the feedback control gain is changed to improve the shift response of the continuously variable transmission,
There is a problem in that there is a limit to the actual speed at which the gear ratio changes. In other words, for example, when the throttle opening is increased, the engine rotational speed increases and the gear ratio changes to the larger side, but it is important to note that the engine rotational speed will increase more than necessary and fuel consumption will increase. In order to prevent this, the engine and the continuously variable transmission are each independently controlled so that the increase in engine rotational speed and the rate of change in the gear ratio change in a nearly synchronized manner. Therefore, the responsiveness of the drive system as a whole cannot be improved unless the increase in engine rotational speed is accelerated. If the amount of fuel supplied at the same accelerator opening is set to increase with emphasis on driving performance, a large amount of fuel will be consumed each time the vehicle is accelerated, resulting in an increase in fuel consumption. In other words, the engine side has a fuel supply amount that corresponds to the normal accelerator opening degree and a fuel correction amount during acceleration that corresponds to the accelerator opening speed. This has been dealt with by increasing the amount of fuel supplied, but in the case of a continuously variable transmission, it is necessary to take into account the speed of change of the gear ratio as it affects the driving performance, so it is difficult to increase the amount of fuel unnecessarily. Even if it does, it will not affect drivability and will result in unnecessary fuel consumption. The present invention aims to solve these problems.

(d) Means for Solving Problem B The present invention solves the above problem by increasing the fuel supply amount compared to the normal case when the rate of change of the target gear ratio is large. That is, the engine according to the present invention
The control device for the continuously variable transmission drive system has means for operating a fuel adjustment mechanism of the engine so as to increase the amount of fuel supplied in accordance with the magnitude of the rate of change of the target gear ratio of the continuously variable transmission. .

(e) Effect The fuel supply amount changes according to the rate of change of the target gear ratio.

For example, when the rate of change of the target gear ratio is equal to or higher than a predetermined value, the amount of fuel supplied increases more than in other cases. For this reason, for example, when the throttle opening is rapidly increased, the rate of change of the target gear ratio increases, and the amount of fuel supplied increases. As a result, the rotational speed of the engine rapidly increases, and the continuously variable transmission can follow this and change gears, improving responsiveness and improving driving performance. On the other hand, when the rate of change of the target gear ratio is not large, the amount of fuel supplied is the same as usual, and an increase in fuel consumption is prevented.

(F) Embodiments Examples of the present invention are shown in FIGS. 1 to 6. FIG. 1 shows a combination of an engine 10 and a continuously variable transmission 11. The continuously variable transmission control unit 300 includes the continuously variable transmission 1
a vehicle speed sensor 302 that detects the rotational speed of the output shaft of No. 1;
Similarly, signals are input from a turbine rotational speed sensor 305 that detects the rotational speed of the human power shaft, a throttle opening sensor 303 that detects the throttle valve opening of the engine 10, and various sensors shown in FIG. 4, which will be described later. The continuously variable transmission control unit 300 outputs an operation command signal to a shift motor 110 and a solenoid 224, which will be described later, which are actuators for shift control. Furthermore, the continuously variable transmission control unit 300 outputs a signal to the engine control unit 400 when the rate of change of the target gear ratio is equal to or higher than a predetermined value, as will be described later. The engine control unit 400 is a fuel injection device 402 of the engine 10.
Outputs a signal that controls the operation of the

Next, the continuously variable transmission 11 will be explained. FIG. 2 shows the power transmission mechanism of the continuously variable transmission 11. This continuously variable transmission 11 has a fluid coupling 12, a forward/reverse switching mechanism 15, a belt type continuously variable transmission mechanism 29, a differential device 56, etc., and changes the rotation of the output shaft 10a of the engine 10 to a predetermined speed. The ratio and direction of rotation can be transmitted to the output shafts 66 and 68. This continuously variable transmission includes a fluid coupling 12 (having a lock-up oil chamber 12a, a pump impeller 12b, a turbine runner 12c, etc.), a rotating shaft 13, a drive shaft 14, a forward/reverse switching mechanism 15, a drive pulley 16 ( Fixed conical member 18, drive pulley cylinder chamber 20 (chamber 20a,
chamber 20b), movable conical member 22, groove 22a, etc.), planetary gear mechanism 17 (consisting of sun gear 19, pinion gear 21, pinion gear 23, pinion carrier 25, internal gear 27, etc.), belt 24, driven pulley 26 ( consisting of a fixed conical member 30, a driven pulley cylinder chamber 32, a movable conical member 34, etc.), a driven shaft 28,
Forward clutch 40, drive gear 46, idler gear 48
, a reverse brake 50, an idler shaft 52, a pinion gear 54, a final gear 44, a pinion gear 58, a pinion gear 60, a side gear 62, a side gear 64, an output shaft 66, an output shaft 68, etc., and a detailed explanation thereof is provided. is omitted. Regarding the structure of the parts whose explanation is omitted, please refer to the Japanese Unexamined Patent Publication No. 6
1-105353.

FIG. 3 shows a hydraulic control device for the continuously variable transmission 11. This hydraulic control device includes an oil pump 101, a line pressure regulating valve 1
02, manual valve 104, speed change control valve 106, adjustment pressure switching valve 108, speed change motor (step motor) 110, speed change operation mechanism 112, throttle valve 114, constant pressure regulating valve 116, solenoid valve 118, coupling pressure regulating valve 120 ,
It has a lock-up control valve 122, etc., which are connected to each other as shown, and a forward clutch 40. Reverse brake 50, fluid coupling 12
, lock-up oil chamber 12a, drive pulley cylinder chamber 20
It is also connected to the driven pulley 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 JP-A-61-
It is described in No. 105353. In addition, each reference numeral in FIG. 3 indicates the following members. Binion gear 110a
, tank 130, strainer 131, oil passage 132, relief valve 133, valve hole 134, boat 134aNe, spool 136, land 136aNb, oil passage 138, one-way orifice 139, oil passage 140, oil passage 142, one-way orifice 143, Valve hole 146, ports 146a-g, spool 148, lands 148a-e, sleeve 150,
Spring 152, spring 154, gear ratio transmission member 158, oil passage 164, oil passage 165, orifice 166,
Orifice 170, valve hole 172, boats 172a-e,
Spool 174, land 174a NC1 spring 17
5, oil passage 176, orifice 177, lever 178, oil passage 179, bottle 181, rod 182, land 182a
~b, rack 182c, bin 183, bin 185, valve hole 186, boat 186aNd, oil passage 188, oil passage 189
, oil passage 190, valve hole 192, ports 192a-g, spool 194, land 194a'we, negative pressure diaphragm 198, orifice 199, orifice 202, orifice 203, valve hole 204, boat 204a-e, spool 206, land 206 a Nb, spring 208, oil passage 209, filter 211, orifice 2
16, boat 222, solenoid 224, plunger 2
24a, spring 225, valve hole 230, boat 230
aNe, spool 232, land 232aNb, spring 234, oil path 235, orifice 236, valve hole 24
0, boat 240a Nh, spool 242, land 2
42a to e, oil passage 243, oil passage 245, orifice 24
6, orifice 247, orifice 248, orifice 249, choke type throttle valve 250, relief valve 25
1. Choke type throttle valve 252, pressure holding valve 253, oil passage 25
4. Cooler 256, cooler pressure holding valve 258, orifice 259, changeover detection switch 278° FIG. The continuously variable transmission control unit 300 includes an input interface 311, a reference pulse generator 312, and a CP
U (Central Processing Unit) 313, ROM (Read Only Memory) 314, RAM (Random Access Memory)
315 and an output interface 316,
These are communicated by address bus 319 and data bus 320. This continuously variable transmission control unit 300 includes an engine rotation speed sensor 301, a vehicle speed sensor 302, a throttle opening sensor 303, a shift position switch 304, a turbine rotation speed sensor 305, an engine coolant temperature sensor 306, a brake sensor 307, and a switch. The signal from the detection switch 298 is input directly or through the waveform shapers 308, 309 and 322, and the AD converter 310;
7 and a line 317azd, a signal is output to the variable speed motor 110, and a signal is also output to the solenoid 224, but a detailed explanation of these will be omitted. In addition,
Regarding the structure of the parts whose explanation is omitted, please refer to the above-mentioned Japanese Patent Application Laid-Open No. 6
1-105353.

Shift control of the continuously variable transmission 11 by the continuously variable transmission control unit 300 and engine control unit 4
Regarding the control related to the control of the fuel injection device 402 by 00, it is performed according to the control flow shown in FIGS. 5 and 6. First, as shown in FIG. 5, the continuously variable transmission control unit 300 searches for a target gear ratio, and then calculates the rate of change Δi of the target gear ratio. Next, it is determined whether the target speed ratio change rate △i is larger than the set value C, and if △i is smaller than the set value C, normal speed change control is performed, and △i
If is larger than the set value C, a target gear ratio change speed large signal is output to the engine control unit 400, and then normal gear change control is performed.

The engine control unit 400 determines whether or not the target gear ratio change speed large signal is manually input from the continuously variable transmission control unit 300. If it is not input, other controls are performed as usual and the target gear ratio change speed large signal is manually input. If so, the fuel injection amount of the fuel injection device 402 is set to be larger than in the normal case for the same throttle opening, and then other controls are performed.

As a result, with the control shown in FIGS. 5 and 6, when the rate of change in the target gear ratio is large, such as when the accelerator pedal is rapidly depressed, the fuel injection device 402 The amount of fuel injected increases.

As a result, the engine rotation speed changes rapidly, and the gear ratio of the continuously variable transmission 11 changes accordingly, so that the responsiveness of the vehicle to the accelerator pedal operation is improved and the driving performance is improved. On the other hand, when the rate of change of the target gear ratio is small, the fuel injection amount is maintained as usual, and excess fuel is prevented from being consumed. In this way, fuel consumption is saved under normal operating conditions and fuel injection is increased only when a rapid increase in engine speed is required, improving driving performance without increasing fuel consumption. can be done.

In this embodiment, the fuel injection amount is controlled in two stages depending on whether the rate of change of the target gear ratio is greater than a predetermined value, but it can also be controlled in three or more stages. It is also possible to continuously control the fuel injection amount in accordance with the rate of change of the target gear ratio.

(G) As described in detail, according to the present invention, the amount of fuel supplied to the engine is increased in accordance with the rate of change of the target gear ratio, so there is no need to rapidly increase the engine rotational speed. Only when this happens, the amount of fuel is increased and the driving performance is improved, whereas in the normal case, the amount of fuel is not increased so that an increase in fuel consumption is prevented.

[Brief explanation of drawings]

Fig. 1 is a diagram showing an embodiment of the present invention, Fig. 2 is a framework diagram of a continuously variable transmission, Fig. 3 is a diagram showing a hydraulic circuit of the continuously variable transmission, and Fig. 4 is a control of the continuously variable transmission. FIG. 5 is a diagram showing the control flow of the continuously variable transmission, and FIG. 6 is a diagram showing the control flow of the engine. 10...Engine, 11...Continuously variable transmission, 300.
...Continuously variable transmission control unit, 400...Engine control unit, 402...Fuel injection device.

Claims (1)

[Scope of Claims] An engine that combines an engine with a fuel adjustment mechanism that can adjust the amount of fuel supplied independently of accelerator pedal operation, and a continuously variable transmission that controls the gear ratio according to operating conditions.
A control device for a continuously variable transmission drive system, characterized by having means for operating a fuel adjustment mechanism of an engine so as to increase the amount of fuel supplied in accordance with the magnitude of the rate of change of a target gear ratio of the continuously variable transmission. A control device for the engine and continuously variable transmission drive system.