JPH05193402A - Control device for continuously variable transmission for vehicle - Google Patents

Abstract

PURPOSE:To provide a control device for a vehicle continuously variable trans mission which can prevent the lowering due to engine inertia mass of ABS performance by disengaging an automatic clutch connected to the continuously variable transmission in connection with the functioning of ABS. CONSTITUTION:In a vehicle which is provided with an antilock brake system in a brake system, and with a continuously variable transmission connected to an automatic clutch 2 in a driving system, the control device for the vehicle continuously variable transmission is provided with a clutch disengaging means 60 to disengage an automatic clutch 2 at the time of actuating the antilock brake system, an idle up control means 61 to actuate an idle up means 62 at the time of disengaging the automatic clutch 2, and an air condition control means 65 to disengage an air condition clutch 63 at the time of disengaging the automatic clutch 2.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention is suitable for a vehicle equipped with an anti-lock braking system (hereinafter referred to as ABS) in a brake system and a continuously variable transmission connected to an automatic clutch in a drive system during ABS operation. The present invention relates to a control device for a continuously variable transmission.

[0002]

2. Description of the Related Art Generally, in a vehicle such as an automobile, an anti-lock brake that prevents wheel lock during sudden braking or braking on a low friction road (low μ road) to ensure directional stability and maneuverability. -The system (ABS) is spreading as a safety measure.

By the way, according to the ABS, the wheel speed is electronically controlled together with the brake fluid pressure so as not to cause the wheel lock, so that the shift control and the line pressure control are strictly performed by various information such as the wheel speed. In a vehicle equipped with a continuously variable transmission, the operation of the ABS has a great influence on the control of the continuously variable transmission. For this reason, it is desirable to optimally control the vehicular continuously variable transmission in relation to this during ABS operation.

Further, in a vehicle equipped with a continuously variable transmission, it is desired to connect an automatic clutch to the continuously variable transmission in consideration of various points. However, in this case, at the time of ABS operation, the engine and the wheels are directly connected via the automatic clutch and the continuously variable transmission mechanism. Therefore, when the brake fluid pressure is reduced by the ABS, the wheel speed is restored by the inertial mass of the engine. Delay, which may result in reduced ABS performance.

Regarding the control of the engine speed in a vehicle equipped with a continuously variable transmission, for example, Japanese Patent Laid-Open No. 62-2 is known.
The prior art of 47928 discloses that the throttle valve and the like are controlled and the engine speed is maintained at a set value only when the vehicle operator selects a certain predetermined optimum gear ratio.

[0006]

By the way, since the above-mentioned prior art is for low speed running control and throttle control in the clutch connected state, it is applied when the automatic clutch is disengaged in connection with the operation of the ABS. Can not.

Therefore, the present invention is capable of preventing the deterioration of the ABS performance due to the inertia mass of the engine by disengaging the automatic clutch connected to the continuously variable transmission in connection with the operation of the ABS. An object is to provide a control device for a machine.

[0008]

To this end, a control device for a continuously variable transmission for a vehicle according to claim 1 of the present invention comprises an antilock brake system in a brake system and an automatic clutch in a drive system. In a vehicle provided with a continuously variable transmission connected, a means for disengaging the automatic clutch when the antilock brake system is operated is provided.

According to a second aspect of the present invention, there is provided a control device for a continuously variable transmission for a vehicle, which includes an antilock brake system in a brake system and a drive system including a continuously variable transmission connected to an automatic clutch. A vehicle coupled to the vehicle, comprising: a clutch disengagement means for disengaging the automatic clutch when the antilock brake system is activated, and an idle up control means for activating an idle up means for increasing idling rotation of the engine. Is used as a means.

According to a third aspect of the present invention, there is provided a control device for a continuously variable transmission for a vehicle, which includes an antilock brake system in a brake system and a drive system having a continuously variable transmission connected to an automatic clutch. In a vehicle connected to the vehicle, an idle-up control for activating a clutch disengagement means for disengaging the automatic clutch when the antilock brake system is activated, and an idle-up means for increasing idling rotation of the engine when the automatic clutch is disengaged. Means, and an air conditioner control means for disengaging the air conditioner clutch connecting the engine and the compressor of the air conditioner when the automatic clutch is disengaged.

[0011]

According to the first aspect of the present invention, when there is a risk of wheel lock during brake operation, the ABS hydraulic pressure is modulated by the ABS control system to activate the ABS. The clutch disengaging means disengages the automatic clutch in connection with the operation of the ABS, so that the deterioration of the ABS performance is avoided.

According to the second aspect of the invention, when the automatic clutch is disengaged by the means of the first aspect and the engine becomes in the idle state, the idle-up control means actuates the idle-up means to raise the idling rotation of the engine.
Therefore, the oil pump for the continuously variable transmission that is driven by the engine can prevent a rapid decrease in the discharge amount and ensure a sufficient discharge amount. Therefore, there is no delay in tracking the line pressure control valve in the control device for the continuously variable transmission, and the line pressure does not drop. This prevents inconveniences such as belt slip.

According to a third aspect of the present invention, the automatic clutch is disengaged in connection with the ABS operation by the means of the second aspect, and when the idle up means is operated, the air conditioner clutch connecting the compressor of the air conditioner and the engine is disengaged. Therefore, it is possible to prevent the actual engine speed from increasing due to the load of the compressor of the air conditioner and delaying the increase in the engine speed, etc., even though the idle-up means is activated. Idle up. Therefore, the line pressure of the continuously variable transmission does not decrease.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be specifically described below with reference to the accompanying drawings. A schematic structure of a transmission system of a vehicle including a continuously variable transmission to which one embodiment is applied will be described with reference to FIG. 2. The primary transmission of the continuously variable transmission 4 is an engine 1, an automatic clutch 2, and a forward / reverse switching device 3. The shaft 5 is connected.

In the continuously variable transmission 4, a secondary shaft 6 is arranged parallel to the primary shaft 5, a primary pulley 7 is provided on the primary shaft 5, and a secondary pulley 8 is provided on the secondary shaft 6. The primary pulley 7 and the secondary pulley 8 are equipped with a primary cylinder 9 and a secondary cylinder 10, respectively, on their movable sides, and a drive belt 11 is wound around the primary pulley 7 and the secondary pulley 8.

Here, the primary cylinder 9 is set to have a larger pressure receiving area than the secondary cylinder 10, and the primary pressure changes the ratio of the winding diameter of the drive belt 11 to the primary pulley 7 and the secondary pulley 8 for continuously variable transmission. It is like this.

The secondary shaft 6 is connected to an output shaft 13 via a set of reduction gears 12, and the output shaft 13 is configured to be transmitted from a final gear 14 to a drive wheel 16 via a differential device 15.

The hydraulic control system of the continuously variable transmission 4 will now be described. An oil pump 20 driven by the engine 1 is provided, and a line pressure oil passage 21 on the discharge side of the oil pump 20 has a secondary cylinder 10 and a line pressure. Control valve 22,
It communicates with the shift control valve 23, and is connected to the oil passage 24 from the shift control valve 23.
And communicates with the primary cylinder 9 via. Further, the line pressure oil passage 21 acts as a pilot pressure on one side of the shift control valve 23 and communicates with the solenoid valves 27 and 28 via the orifices 32 and 32, respectively, so that the line pressure is the source of the solenoid valves 27 and 28. It is under pressure.

Each of the solenoid valves 27 and 28 is, for example, turned on and exhausted by a duty signal from the control unit 40, and turned off to output an oil pressure equal to the line pressure. Generate pressure. The control pressure from the solenoid valve 27 acts on the line pressure control valve 22 through the oil passage 25. On the other hand, the pulsed control pressure from the solenoid valve 28 acts on the other side of the shift control valve 23 through the oil passage 26. In the figure, reference numeral 29 is a sensor shoe that is locked to the primary pulley 7 and mechanically controls the line pressure according to the gear ratio, and 30 is an oil pan.

The line pressure control valve 22 controls the line pressure PL based on the gear ratio i and the engine torque T by the control pressure from the solenoid valve 27. Further, the shift control valve 23 has an oil supply position for connecting the oil passages 21 and 24 and an oil discharge position for draining the oil passage 24 depending on the relationship between the original line pressure and the pulsed control pressure from the solenoid valve 28. It switches to two positions ,. Then, the operating state of these two positions is switched according to the duty ratio and the primary cylinder 9
The flow rate Q of oil supply or oil drainage to or from is controlled to control gear shifting.

Next, a brake control system capable of ABS control will be described. First, the master cylinder 32, which produces a brake fluid pressure when the brake pedal 31 is depressed, is connected to a modulator 34 for ABS control via a pipe 33a.
It is connected to 34. And the modulators 34, 34
Pipes 33b, 33b to the brakes 35, 35 of the drive wheels 16, 16 and at the same time having the proportioning valves 36, 36, respectively.
Pipes are provided to the driven wheels via c and 33c. Here, the modulators 34, 34 have solenoids for pressure reduction, pressure increase, holding, etc., and actuate the ABS so that the solenoid is operated by a signal from the control unit 40 to automatically control the hydraulic pressure. To do.

FIG. 1 shows an electronic control system of the control unit 40. A primary pulley rotation speed sensor 41 for detecting the primary pulley rotation speed Np and a secondary pulley rotation speed Ns are used as input elements of the continuously variable transmission control system. Secondary pulley rotation speed sensor 42 for detecting, throttle opening sensor 43 for detecting throttle opening θ, continuously variable transmission 4
Has a shift position sensor 44 for detecting the shift position of the engine, an engine speed sensor 48 for detecting the engine speed Ne, an accelerator switch 45 as an input element of the automatic clutch control system, and a front wheel speed as an input element of the ABS control system. It has a front wheel rotation speed sensor 46 for detecting NF, a rear wheel rotation speed sensor 47 for detecting a rear wheel rotation speed NR, and the like.

The continuously variable transmission control system of the control unit 40 is
The gear shift control unit 50 includes a gear shift control unit 50 and a line pressure control unit 51. The gear shift control unit 50 determines an actual gear ratio i and a target gear ratio is based on a primary pulley rotation speed Np, a secondary pulley rotation speed Ns, and a throttle opening θ, and a target. The shift speed di / dt is calculated according to the deviation between the gear ratio is and the actual gear ratio i, and
The duty ratio D is determined based on di / dt and the actual gear ratio i and is output to the solenoid valve 28. In addition, the line pressure control unit 51
Is configured to estimate the engine torque Te from the engine speed Ne and the throttle opening degree θ, determine a target line pressure and a duty ratio D according to the engine torque Te, and output the target line pressure and the duty ratio D to the solenoid valve 27.

The automatic clutch control system has an engine speed N
e, a clutch control unit 52 to which each signal of the secondary pulley rotation speed Ns according to the vehicle speed, the shift position, and the accelerator switch is input. The clutch control unit 52 determines at least each of the start mode and the direct connection mode based on the input signal, and supplies the start or direct connection current to the automatic clutch 2. Further, when the vehicle speed becomes equal to or lower than the set vehicle speed, the clutch current is cut and the automatic clutch 2 is automatically disconnected to prevent the engine stall.

The ABS control system has a vehicle speed detecting section 53 and a wheel lock determining section 54 to which the front wheel rotational speed NF and the rear wheel rotational speed NR are input. The vehicle speed detection unit 53 uses the front wheel rotation speed NF
The vehicle speed V is detected by averaging the rear wheel rotation speed NR and the rear wheel rotation speed NR, and the wheel lock determination section 54 has a risk that the wheel lock may occur because the deceleration dN / dt of the front wheel rotation speed NF or the rear wheel rotation speed NR is very large. In this case, the wheel lock is determined, and signals such as the lock signal, the front wheel rotation speed NF, and the rear wheel rotation speed NR are input to the hydraulic pressure controller 55. The hydraulic control unit 55 compares the front wheel rotation speed NF or the rear wheel rotation speed NR at which the wheels are likely to be locked with the pseudo vehicle speed and outputs a pressure reduction signal to output the front wheel rotation speed NF.
Alternatively, when the rear wheel rotational speed NR is recovered, a holding signal or a pressure increasing signal suitable for the speed change is output to the output determining section 56. The output determination unit 56 outputs the ABS signal to each solenoid of the modulator 34 according to the input signal.

Here, the control unit 40 includes clutch disengaging means for disengaging the automatic clutch 2 in order to avoid deterioration of ABS performance due to engine inertial mass during ABS operation, and oil pump 2 even when the automatic clutch 2 is disengaged.
An idle-up control means and an air conditioner control means for ensuring a sufficient discharge amount of 0 are provided.

The clutch disengagement means receives the ABS signal from the output determination section 56 of the ABS control system, outputs a clutch disengagement signal when the ABS operation is detected, and the clutch disengagement determination section 60. The clutch control unit 52 is configured to input a clutch disengagement signal to disengage the automatic clutch 2.

Further, the idle-up control means inputs a clutch disconnection signal from the clutch disconnection judging section 60,
It is composed of an idle-up control section 61 for operating an idle-up means 62 attached to a throttle valve or the like of the engine 1.

Further, the air conditioner control means inputs the output signal from the idle-up control section 61 to disengage the air conditioner clutch 63 of the air conditioner unit equipped on the vehicle and to stop the driving of the condenser fan 64. It is composed of a section 65.

Next, the operation of the embodiment of the control apparatus for the continuously variable transmission configured as described above will be described. First, in the running range of the vehicle, the automatic clutch 2 is automatically engaged by the starting current when the accelerator is depressed.
And the power of the engine 1 according to the depression of the accelerator,
Input from the primary shaft 5 of the continuously variable transmission 4 to the primary pulley 7 via the automatic clutch 2 and the forward / reverse switching device 3.
The power that has been shifted by being transmitted to the secondary pulley 8 via the drive belt 11 is output to the secondary shaft 6.
This speed change power is further transmitted to the drive wheel 16 side via the output shaft 13, the differential device 15, etc., and the vehicle thus travels.

Here, during operation of the engine 1, the oil pump 20 is constantly driven to generate a discharge hydraulic pressure, and this pump discharge hydraulic pressure is transmitted through the line pressure oil passage 21 to the line pressure control valve 22.
Have been led to. Therefore, in the hydraulic control system of the continuously variable transmission 4 while the vehicle is traveling, the target line pressure is set higher by the line pressure control unit 51 as the shift speed is lower and the engine torque Te is larger, and a duty signal corresponding to this is set. Input to the solenoid valve 27 to generate control pressure. By operating the line pressure control valve 22 with this control pressure, the line pressure PL of the line pressure oil passage 21 is increased. Then, as the gear shifts to the higher gear and the engine torque Te becomes smaller, the same action is exerted, so that the line pressure PL is controlled so as to be lowered, and in this way, it always corresponds to the transmission torque in the drive belt 11. Pulley pressing force can be obtained.

The line pressure PL is constantly supplied to the secondary cylinder 10 and, at the same time, guided to the shift control valve 23. On the other hand, in the control unit 40, the target gear ratio is is set by the shift control unit 50 after starting the vehicle according to each driving and running condition, and the duty ratio di / dt is set according to the deviation between the target gear ratio is and the actual gear ratio i. The ratio D is retrieved. The duty signal is input to the solenoid valve 28 to generate a pulsed control pressure, and the control pressure and the original line pressure PL act on the shift control valve 23 so that the shift control valve 23 operates. It operates repeatedly at two positions, refueling and draining. Therefore, oil is supplied to and discharged from the primary cylinder 9 in accordance with the shift speed di / dt to generate a primary pressure, and the winding radius of the belt 11 changes according to the pressing force of the primary pulley 7 to change the continuously variable transmission. 4 shifts steplessly.

When the vehicle is traveling with the shifting action of the continuously variable transmission 4 as described above, a brake fluid pressure corresponding to the depression of the brake pedal 31 is generated in the master cylinder 32 when the brake is operated. Here, when the modulator 34 of the ABS control system is in the inoperative state, the brake fluid pressure is directly supplied to the brakes 35 of the drive wheels 16 and the like to perform the braking action. During this braking, the secondary pulley rotation speed Ns decreases along with the vehicle speed, so that the shift control unit 50 performs shift control in the downshift direction.

On the other hand, in the ABS control system, the wheel lock determination unit 54 determines the risk of wheel lock based on the deceleration dN / dt of the front wheel rotation speed NF or the rear wheel rotation speed NR during braking operation. When the front wheel rotation speed NF or the rear wheel rotation speed NR sharply decreases as shown in FIG. 3 (b) during the brake operation on the low μ road, it is determined that the wheel is locked and the ABS is immediately actuated. That is, in the hydraulic control unit 55,
As shown in FIG. 3B, the front wheel rotation speed NF or the rear wheel rotation speed N
R is compared with the pseudo vehicle speed VC and pressure reduction, holding, and pressure increase AB
The S signal is output to the modulator 34 via the output determination unit 56. Therefore, the hydraulic pressure of the brake 35 is modulated by the modulator 34 as shown in FIG. 3C, and the front wheel rotation speed NF or the rear wheel rotation speed NR is changed to the actual vehicle speed VB.
The wheel lock is controlled in advance so that the wheel lock is prevented.

Here, in the clutch disengagement determination unit 60, the idle disengagement control unit 61, and the air conditioner control unit 65, which constitute the clutch disengagement unit, the idle up control unit, and the air conditioner control unit, FIG. The processing shown in the flowchart is executed. Where ABS
When the engine is not operating, the idle control of the engine 1 is the normal control.
When the signal is output and the ABS operates, the clutch disengagement determination unit 60 inputs the ABS signal and the clutch control unit 5 receives the ABS signal.
A clutch disengagement signal is output to 2, and the automatic clutch 2 is immediately and forcibly disengaged as shown in FIG. Therefore, it is possible to prevent the ABS performance from being deteriorated by the inertial mass of the engine 1.

On the other hand, the idle-up control unit 61, which receives the clutch disconnection signal from the clutch disconnection determination unit 60, outputs a signal to the air conditioner control unit 65, so that the air conditioner installed in the vehicle as shown in FIG. 3 (f). The air conditioner clutch 63 of the device is disengaged, and the driving of the condenser fan 64 is stopped. Therefore, the load on the engine 1 is reduced, and in this state, the idle-up control unit 61
The engine 1 operates the automatic clutch 2 as shown by the broken line in FIG.
The engine speed Ne does not drop sharply below the idle speed due to the disconnection, and the engine is idled up with good response as shown by the solid line.

In this way, when the automatic clutch 2 is disengaged in connection with the operation of the ABS, the engine 1 is idled up with good responsiveness, and the oil pump 20 driven by the engine 1 discharges Is prevented and a sufficient discharge amount is secured. Therefore, the continuously variable transmission 4
Since the line pressure is maintained at a predetermined value in the hydraulic control system of No. 1, there is a problem that the drive belt 11 of the continuously variable transmission 4 slips with respect to the primary pulley 7 and the secondary pulley 8 due to the decrease of the line pressure. Prevented in advance. Although one embodiment of the present invention has been described above, the present invention is not limited to this.

[0038]

As described above, according to the first aspect of the present invention, when the risk of wheel lock occurs during brake operation,
The ABS operates by the brake fluid pressure being modulated by the ABS control system. And in connection with the operation of this ABS, the clutch disengagement means disengages the automatic clutch,
The deterioration of ABS performance is avoided.

Further, according to the invention of claim 2, when the clutch disengaging means disengages the automatic clutch in connection with the operation of the ABS and the engine is in the idle state, the idle up control means actuates the idle up means, Increase the idling speed of the engine. Therefore, in the oil pump for the continuously variable transmission driven by the engine, a rapid decrease in the discharge amount is prevented and a sufficient discharge amount is secured. Therefore, it is possible to prevent the following delay of the line pressure control valve in the control device of the continuously variable transmission and the decrease of the line pressure, and it is possible to prevent inconvenience such as belt slip.

Further, according to the invention of claim 3, the ABS
When the automatic clutch is disengaged in connection with the operation and the idle up means is activated, the air conditioner clutch connecting the compressor of the air conditioner and the engine is disengaged. Therefore, the compressor of the air conditioner is activated despite the activation of the idle up means. It is possible to prevent the actual engine speed from not increasing due to the load and the delay in the increase of the engine speed. Therefore, it is possible to effectively prevent the reduction of the line pressure of the continuously variable transmission by idling up the engine with good responsiveness.

[Brief description of drawings]

FIG. 1 is a block diagram of an electronic control system showing an embodiment of a control device for a continuously variable transmission according to the present invention.

FIG. 2 is an overall configuration diagram of a drive system, a hydraulic control system, and an ABS control system of a continuously variable transmission.

FIG. 3 is a characteristic diagram at the time of ABS operation.

FIG. 4 is a flowchart showing the operation when the clutch is disengaged.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 engine 2 automatic clutch 4 continuously variable transmission 34 ABS control modulator 40 control unit 52 clutch control unit 53 vehicle speed detection unit 54 wheel lock determination unit 55 hydraulic pressure control unit 56 output determination unit 60 clutch disengagement determination unit 61 idle up control unit 62 Idle up means 63 Air conditioner clutch 64 Condenser fan 65 Air conditioner controller

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Yasufumi Deda 2 Takara-cho, Kanagawa-ku, Yokohama, Kanagawa Nissan Motor Co., Ltd.

Claims (3)

[Claims] 1. The brake system includes an anti-lock brake,
A vehicle having a system and a continuously variable transmission connected to an automatic clutch in a drive system, characterized by comprising clutch disconnecting means for disconnecting the automatic clutch when the antilock brake system is operated. Control device for continuously variable transmission. 2. An anti-lock brake for the brake system
In a vehicle having a system and a drive system having a continuously variable transmission connected to an automatic clutch, which is connected to an engine, a clutch disengaging means for disengaging the automatic clutch when the antilock brake system is activated, and idling of the engine. A control device for a continuously variable transmission for a vehicle, comprising: an idle-up control means for operating an idle-up means for increasing rotation. 3. An anti-lock brake for the brake system
In a vehicle having a system and a drive system having a continuously variable transmission connected to an automatic clutch, which is connected to an engine, a clutch disengaging means for disengaging the automatic clutch when the antilock brake system is activated, and an automatic clutch An idle-up control means for activating an idle-up means for increasing idling rotation of the engine when disengaged; and an air-conditioner control means for disengaging an air-conditioner clutch connecting the compressor of the engine and the air conditioner when the automatic clutch is disengaged. A control device for a continuously variable transmission for a vehicle, comprising: