JPH04365645A - Speed change controller for continuously variable transmission - Google Patents

Abstract

PURPOSE:To improve the operation performance of an antiskid brake device by hastening the increase of the revolution speed from the lock state of a wheel in the case when the antilock brake device is operated. CONSTITUTION:The operation of an antiskid brake device is detected, and the increase of the reverse driving power of an engine which is transmitted to wheels is prevented by varying the speed change ratio of a continuously variable transmission to the less side, prohibiting speed change, or delaying the variation of speed change ratio. Accordingly, the revolution starting-up from the lock state of the wheel is made speedy, and the operation performance of the antiskid brake device is improved.

Description

[Detailed description of the invention]

0001

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a speed change control device for a continuously variable transmission.

0002

[Prior Art] An anti-skid brake device is a device that prevents the wheels from completely locking up when the brake pedal is pressed hard. During operation, the anti-skid brake device locks and releases the wheels. will be repeated. Conventionally, the operation of the anti-skid brake device is unrelated to the speed change control of the continuously variable transmission, and the gear ratio of the continuously variable transmission does not change depending on whether the anti-skid brake device is activated or not.

0003

In the case of a vehicle equipped with an anti-skid brake device, there is a problem in that when the reverse driving force of the engine is large, the controllability of the anti-skid brake device decreases. In other words, when the wheels lock, the anti-skid brake system operates and reduces the brake fluid pressure to 0, but if the engine resistance is large, it takes time to increase the rotation of the wheels, transmission, and engine. . The reverse driving force of the engine increases as the gear ratio of the transmission increases. Particularly in the case of a continuously variable transmission, when the wheels lock, the gear ratio changes to the large side, so even if the brake fluid pressure is set to 0, the increase in wheel rotation is delayed, and the controllability of the anti-skid brake device is reduced. The present invention aims to solve these problems.

0004

[Means for Solving the Problems] The present invention changes the gear ratio of a continuously variable transmission to the smaller side or prevents the gear ratio from changing to the larger side when the anti-skid brake device is activated.
Alternatively, the above problem is solved by delaying the speed change. In the invention of claim 1, there is provided an anti-skid detection means for detecting the operation of the anti-skid brake device, and when the operation of the anti-skid brake device is detected by the anti-skid detection means, the gear ratio is made smaller than in other cases. An upshift means for changing the control target value is provided. In the invention of claim 2, there is provided an anti-skid detection means for detecting the operation of the anti-skid brake device, and when the operation of the anti-skid brake device is detected by the anti-skid detection means, the gear ratio of the continuously variable transmission is larger than a predetermined value. A speed change limiting means is provided for prohibiting a shift to the opposite side. In the invention of claim 3, there is provided an anti-skid detection device for detecting the operation of the anti-skid brake device, and when the operation of the anti-skid brake device is detected by the anti-skid detection device, the shifting speed of the continuously variable transmission is increased more than in other cases. A means for reducing the speed change speed is provided.

[0005]

[Operation] When the anti-skid brake device operates, the gear ratio of the continuously variable transmission changes to the smaller gear ratio side (Claim 1)
, gear shifting is prohibited (Claim 2), or gear shifting becomes slow (Claim 3). This prevents the reverse driving force of the engine from being increased by the continuously variable transmission. Therefore, the locked wheels are easily returned to a rotating state by the operation of the anti-skid brake device, and the operability of the anti-skid brake device is improved.

[0006]

[Embodiment] Fig. 3 shows a power transmission mechanism of a continuously variable transmission. This continuously variable transmission includes a fluid coupling 12, a forward/reverse switching mechanism 15, a V-belt type continuously variable transmission mechanism 29, and a differential device 56.
The rotation of the output shaft 10a of the engine 10 can be transmitted to the output shafts 66 and 68 at a predetermined gear ratio and rotation direction. This continuously variable transmission includes a fluid coupling 12 (including a lockup oil chamber 12a, a pump impeller 12b, a turbine runner 12c, a lockup clutch 12d, etc.), a rotating shaft 13, a drive shaft 14, and a forward/reverse switching mechanism. 15, drive pulley 16 (fixed conical member 1
8. Drive pulley cylinder chamber 20 (chamber 20a, chamber 20b)
, a movable conical member 22, a groove 22a, etc.), a planetary gear mechanism 17 (consisting of a sun gear 19, a pinion gear 21, a pinion gear 23, a pinion carrier 25, an internal gear 27, etc.), a V-belt 24, a driven pulley 26 (
Consisting of a fixed conical member 30, a driven pulley cylinder chamber 32, a movable conical member 34, etc.), driven shaft 28, forward clutch 40, drive gear 46, idler gear 48, reverse brake 50, idler shaft 52, pinion gear 54, final Gear 44, pinion gear 58, pinion gear 60
, a side gear 62, a side gear 64, an output shaft 66, an output shaft 68, etc., but a detailed explanation thereof will be omitted. The structure of the parts whose explanations are omitted is explained in Japanese Patent Laid-Open No. 61-1053 filed by the present applicant.
It is described in Publication No. 53.

FIGS. 4 to 7 show a hydraulic control system for a continuously variable transmission. This hydraulic control device includes an oil pump 101, a line pressure regulating valve 102, a manual valve 104, and a speed change control valve 10.
6. Regulated pressure switching valve 108, step motor 110, speed change operation mechanism 112, throttle valve 114, constant pressure regulating valve 1
16, a solenoid valve 118, 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 4.
0, reverse brake 50, fluid coupling 12,
The lock-up oil chamber 12a, the driving pulley cylinder chamber 20, and the driven pulley cylinder chamber 32 are also connected 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-61-1.
It is described in Publication No. 05353. In addition, each reference numeral in the figure indicates the following member. Pinion gear 110a, tank 130, strainer 131, oil passage 132, relief valve 133, valve hole 134, ports 134a-e, spool 1
36, lands 136a-b, 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, ports 172a-e, spool 174, lands 174a-c, spring 175, oil passage 176, orifice 177, lever 178, oil passage 17
9, pin 181, rod 182, lands 182a-b,
Rack 182c, pin 183, pin 185, valve hole 186
, ports 186a-d, oil passage 188, oil passage 189, oil passage 190, valve hole 192, ports 192a-g, spool 1
94, lands 194a-e, negative pressure diaphragm 198,
Orifice 199, Orifice 202, Orifice 20
3. Valve hole 204, ports 204a-e, spool 206
, lands 206a-b, spring 208, oil passage 209
, filter 211, orifice 216, port 222
, solenoid 224, plunger 224a, spring 225, valve hole 230, ports 230a-e, spool 2
32, lands 232a-b, spring 234, oil path 2
35, orifice 236, valve hole 240, port 240a
~h, spool 242, lands 242a-e, oil path 24
3. Oil passage 245, orifice 246, orifice 247
, orifice 248, orifice 249, choke type throttle valve 250, relief valve 251, choke type throttle valve 252, pressure holding valve 253, oil passage 254, cooler 256, cooler pressure holding valve 258, orifice 259, switching detection switch 278.

FIGS. 8 to 10 show an electronic control device 300 that controls the operation of the step motor 110 and the solenoid 224.
shows. The electronic control device 300 includes an input interface 311, a reference pulse generator 312, a CPU (central processing unit) 313, a ROM (read only memory) 314, and an 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 shift control device 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, and an engine coolant temperature sensor 3.
06, brake sensor 307, changeover detection switch 29
8. The signal from the anti-skid brake device control unit 399 is transmitted directly or to the waveform shaper 308, 309.
and 322, and is input through the AD converter 310,
Meanwhile, a signal is output to the step motor 110 through amplifier 317 and lines 317a-d, and through solenoid 224.
Although signals are also output to the terminal, a detailed explanation of these will be omitted. The structure of the portions whose explanations are omitted are described in the above-mentioned Japanese Patent Application Laid-Open No. 105353/1983.

Shift control related to the operation of the anti-skid brake device is performed according to the control flow shown in FIG. First, signals such as the vehicle speed VSP, throttle opening TVO, and anti-skid brake device activation signal are read (step 502), and then it is determined whether the anti-skid brake device is activated (step 504).
If not operating, throttle opening TVO and vehicle speed V
Based on SP, a target input rotational speed TN is determined according to a normal shift pattern (step 506). The speed change pattern is as shown in FIG. 12, for example. On the other hand, when the anti-skid brake device is operating, the target input rotational speed TN is set to NA smaller than N1 as shown in FIG. 1 (508). Next, a signal is output to the step motor 110 so that the target input rotational speed TN is achieved (step 510).

According to the above control, when the anti-skid brake device is not operating, the throttle opening TVO is fully closed in the shift pattern shown in FIG. 11, so N1 is set as the target input rotational speed TN. on the other hand,
N if the anti-skid brake system is activated
A is set. The value of NA is set to a value smaller than N1. Therefore, when the anti-skid brake device is activated, the gear ratio becomes smaller than in other cases. Therefore, when the anti-skid brake device is activated, the reverse driving force of the engine transmitted to the wheels is reduced, and the rise in the rotational speed of the wheels that are locked due to the activation of the anti-skid brake device is improved. This improves the operability of the anti-skid brake device. Note that step 504
constitutes an anti-skid detection means, and step 508 constitutes an upshift means. In the above embodiment, whether or not the anti-skid brake device is operating is determined by the anti-skid brake device control unit 399.
Although the signal from the anti-skid brake device is used, the rotation signal of the motor of the anti-skid brake device may also be used. Alternatively, the anti-skid brake device operates for a period of time from when the deceleration of the wheels becomes larger than a predetermined value until the vehicle speed detected by the vehicle speed sensor 302 becomes 0 (that is, until the wheels lock). It is also possible to determine that there is. The above control is applied not only to the D range for normal driving but also to the L range for engine braking, for example.

FIG. 12 shows a second embodiment. First, vehicle speed V
The SP, throttle opening TVO, anti-skid brake device activation signal, etc. are read (602), and then it is determined whether the anti-skid brake device is operating (604), and the anti-skid brake device is activated. If so, the step motor drive routine is stopped (606). On the other hand, if the anti-skid brake device is not operating, it is determined whether the step motor has stopped (608), and if the step motor has not stopped, it returns as is, while if it has stopped, the step motor is on (610), and if the brake is not on, the process proceeds to step 604 to stop the step motor drive routine, while if the brake pedal is depressed, the step motor drive routine is stopped. The suspension is canceled (612). As a result, when the anti-skid brake device is activated by the above control, the operation of the step motor is stopped, so that shifting is prohibited. Since shifting is prohibited, the gear ratio will not increase any further, and the operability of the anti-skid brake device can be improved in the same way as in the first embodiment described above. Note that step 604 constitutes anti-skid detection means, and step 606 constitutes shift restriction means. In this embodiment, the step motor is stopped, but the gear shift is allowed up to a predetermined value, that is, the limit that guarantees the operability of the anti-skid brake device, and any further gear shift is prevented. You can also.

FIG. 14 shows a third embodiment. This embodiment operates a routine that reduces the drive speed of the step motor when the anti-skid brake device is activated, and deactivates the above routine when the anti-skid brake device is not activated. , the step motor is operated at normal speed. By doing this, the change in the gear ratio is delayed when the anti-skid brake device is activated, so the reverse driving force of the engine transmitted to the wheels does not increase rapidly, and the effect is almost the same as in the previous embodiment. Obtainable. In addition,
In this embodiment as well, it is possible to detect whether the anti-skid brake device is activated or not depending on whether the deceleration is large or not. Note that step 704 constitutes anti-skid detection means, and step 706 constitutes shift speed reduction means.

[0013]

As explained above, according to the present invention, when the anti-skid brake device is activated, the gear ratio is changed to the smaller side, the gear ratio is maintained, or the change in the gear ratio is delayed. As a result, the reverse driving force of the engine transmitted to the wheels is prevented from increasing, the rotation of the wheels can be easily increased from the locked state, and the operability of the anti-skid brake device can be improved. can.

[Brief explanation of the drawing]

FIG. 1 is a diagram showing the relationship between components of the present invention.

FIG. 2 is a diagram showing a flowchart of an embodiment of the present invention.

FIG. 3 is a diagram showing a skeleton diagram of a continuously variable transmission.

FIG. 4 is a diagram showing the left side of the hydraulic circuit of the continuously variable transmission.

FIG. 5 is a diagram showing the central part of the hydraulic circuit of the continuously variable transmission.

FIG. 6 is a diagram showing the right side of the hydraulic circuit of the continuously variable transmission.

7 is a diagram showing the arrangement relationship of FIGS. 4, 5, and 6. FIG.

FIG. 8 is a diagram showing the left side of the control unit of the continuously variable transmission.

FIG. 9 is a diagram showing the right side of the control unit of the continuously variable transmission.

10 is a diagram showing the arrangement relationship in FIGS. 8 and 9. FIG.

FIG. 11 is a diagram showing a shift pattern.

FIG. 12 is a diagram showing a second embodiment.

FIG. 13 is a diagram showing a third embodiment.

[Explanation of symbols]

300 Control unit 399 Anti-skid brake device control unit

Claims (3)

[Claims] [Claim 1] An anti-skid detection means for detecting operation of an anti-skid brake device, and a gear ratio that is set to a smaller side when operation of the anti-skid brake device is detected than in other cases. A shift control device for a continuously variable transmission, comprising: upshift means for changing a control target value. 2. An anti-skid detection means for detecting operation of an anti-skid brake device, and a gear ratio of a continuously variable transmission set to a value larger than a predetermined value when operation of the anti-skid brake device is detected by the anti-skid detection means. A speed change control device for a continuously variable transmission, comprising: speed change limiting means for prohibiting speed change. 3. An anti-skid detection device that detects the operation of the anti-skid brake device, and when the operation of the anti-skid brake device is detected by the anti-skid detection device, the shifting speed of the continuously variable transmission is made slower than in other cases. A speed change control device for a continuously variable transmission, comprising: a speed change speed reduction means.