JPH07305767A - Lockup type continuously variable transmission - Google Patents

Abstract

PURPOSE:To prevent the occurrence of unevenness in a car speed owing to which a car speed is brought into a lockup state by a method wherein from a direct detecting value of longitudinal acceleration of a vehicle, a lockup on car speed is set, and meanwhile when a car speed detecting value attains a set lockup on car speed, lockup control of a fluid transmission mechanism is started. CONSTITUTION:Electric signals from a longitudinal acceleration sensor 410 in addition to an engine rotation speed sensor 301, a car speed detecting sensor 302, and a throttle opening sensor are inputted to a gear shift control device 300. Further, signals from the rotation speed sensor 301, the car speed sensor 302, and a turbine rotation speed sensor 305 are fed to an input interface 311. When longitudinal acceleration based on a signal from the longitudinal acceleration sensor 410 is 0, a car speed attains a target lockup car speed, and setting is effected in such a manner that a lockup car speed is decreased along with the increase of the longitudinal acceleration. When a car speed attains a lockup on car speed and lockup control is started, a car speed attains the target lockup car speed and a vehicle is brought into a complete lockup state.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement of a lockup type continuously variable transmission.

[0002]

2. Description of the Related Art For example, a lock-up type continuously variable transmission in which a radius of a contact point between a belt and a pulley is changed and a pulley ratio is changed so as to change and control a gear ratio of input and output, is disclosed in, for example, the present applicant. Japanese Patent Laid-Open No. 61-
As described in Japanese Patent No. 105353, a gear ratio is controlled by a step motor, and a movable pulley piece (movable cone member) and a fixed pulley piece (fixed cone member) are controlled by controlling a rotation angle of the step motor. ) And the width of the pulley groove formed between the two are controlled.

At this time, lockup control of the fluid transmission mechanism is performed together with change control of the gear ratio.
For example, when the vehicle speed becomes equal to or higher than a preset lockup vehicle speed, the lockup mechanism is operated, and for example, in a fluid transmission mechanism such as a fluid coupling, by controlling the hydraulic pressure of the lockup oil chamber, The pump impeller and the turbine runner on the output side are mechanically connected to be in a lockup state. At this time, smooth on control is performed so that the lockup state is gradually achieved.

[0004]

However, in the above-mentioned conventional lock-up type continuously variable transmission, when the vehicle speed reaches the preset lock-up ON vehicle speed, the lock-up control is started to operate the lock-up mechanism. The lock-up state is actually higher than the lock-up on vehicle speed due to a delay in the response of the lock-up clutch, or smooth on control to gradually bring the lock-up state. There is an unsolved problem that the vehicle locks up at the vehicle speed and cannot be locked at the lockup-on vehicle speed.

Further, since the vehicle speed varies depending on the traveling load such as the road surface slope even when the throttle opening is constant, the lockup ON vehicle speed is corrected by the throttle opening and the like. In this case, There is also a problem that the driving force may be insufficient because the lockup state occurs too early. Then, in order to avoid this, Japanese Patent Laid-Open No. 56-124758 previously proposed by the present applicant.
As described in the publication, for example, a vehicle speed and a throttle opening degree are preliminarily associated with an acceleration α'which should be naturally obtained when traveling on a flat road at the vehicle speed and the throttle opening degree. Calculated by retrieving the acceleration α ', which should be obtained corresponding to the vehicle speed and the throttle opening from the vehicle speed sensor and the throttle opening sensor, from the correspondence, and differentiating the stored acceleration α'and the vehicle speed from the vehicle speed sensor. The running load is detected based on the actual acceleration α, and the gear shift position is detected based on the vehicle speed. For example, the expected acceleration force is low depending on the running load and the gear shift position. When the vehicle is under load, the lockup vehicle speed is set to a relatively low value depending on the gear shift position. The vehicle speed is set to a relatively high speed according to the gear shift position.When the load is low, the lockup state is set relatively quickly to save fuel consumption, and when the load is high, the lockup state is set to a relatively slow lockup state. A lock-up control method has been proposed in which the torque increasing action of the converter is effectively used to obtain the required acceleration force, but this has been described for the case where it is applied to an automatic transmission. When this lockup control method is applied to a continuously variable transmission, it is necessary to calculate the shift position of the continuously variable transmission by calculation or the like, but this calculation process becomes considerably complicated and is applied to the continuously variable transmission. Is difficult.

Further, in order to achieve the purpose of the lockup control for controlling the lockup state at a low vehicle speed in order to improve the fuel consumption, it is a big problem that the vehicle speed in the lockup state actually varies. And
This is a serious problem especially in a continuously variable transmission that can be locked up even at low vehicle speeds. Therefore,
The present invention has been made in view of the above-mentioned unsolved problems of the related art, and provides a lock-up type continuously variable transmission that can be surely brought into a lock-up state at a target lock-up vehicle speed. Has an aim.

[0007]

In order to achieve the above object, a lock-up type continuously variable transmission according to a first aspect of the present invention locks up the driving force of a drive source as shown in the basic configuration diagram of FIG. In a lockup type continuously variable transmission adapted to transmit to a continuously variable transmission through a fluid transmission mechanism having a function, a longitudinal acceleration detecting means for directly detecting a longitudinal acceleration of a vehicle and a detected value of the longitudinal acceleration detecting means. Lockup on vehicle speed setting means for setting the lockup on vehicle speed from
Vehicle speed detecting means for detecting a vehicle speed, and lockup control means for starting lockup control of the fluid transmission mechanism when a detection value of the vehicle speed detecting means reaches the lockup on vehicle speed set by the lockup on vehicle speed setting means. It is characterized by having and.

In the lock-up type continuously variable transmission according to the second aspect of the present invention, as shown in the basic configuration diagram of FIG. 1, the continuously variable transmission is provided through the fluid transmission mechanism having the lock-up function for the driving force of the drive source. In a lockup type continuously variable transmission that is transmitted to a machine, a longitudinal acceleration detecting means for directly detecting longitudinal acceleration of a vehicle, and a lockup-on vehicle speed is increased as the detected value increases from the detected value of the longitudinal acceleration detecting means. Lockup-on vehicle speed setting means for setting a small value, vehicle speed detecting means for detecting the vehicle speed, and the fluid transmission mechanism when the detection value of the vehicle speed detecting means reaches the lockup-on vehicle speed set by the lockup-on vehicle speed setting means The lock-up control means for starting the lock-up control and gradually shifting to the lock-up state is provided.

The lock-up type continuously variable transmission according to claim 3 is, as shown in the basic configuration diagram of FIG. 2, a V-belt type continuously variable transmission via a fluid transmission mechanism having a lock-up function for the driving force of a drive source. In a lock-up type continuously variable transmission adapted to transmit to a continuously variable transmission, a longitudinal acceleration detecting means for directly detecting longitudinal acceleration of a vehicle, and a lockup as the detected value of the longitudinal acceleration detecting means increases A lock-up on-vehicle speed setting means for setting a low on-vehicle speed, a vehicle speed detecting means for detecting a vehicle speed, and a slipping state detecting means for detecting a slipping state between the input side and the output side of the fluid transmission mechanism, When the detection value of the detection means reaches the lockup-on vehicle speed set by the lockup-on vehicle speed setting means, lockup control of the fluid transmission mechanism is started, and the slip state It is characterized in that it comprises a lock-up control means for gradual transition to the lockup state according to the detection state of the detection means.

Further, in the lock-up type continuously variable transmission according to claim 4, the vehicle speed setting means according to any one of claims 1 to 3 has a control map showing correspondence between longitudinal acceleration and lock-up on vehicle speed. The lock-up on-vehicle speed corresponding to the detection value of the longitudinal acceleration detecting means is retrieved from the control map and set as the lock-up on-vehicle speed.

[0011]

In the lock-up type continuously variable transmission according to the first aspect, the lock-up on vehicle speed setting means sets the lock-up on vehicle speed from the longitudinal acceleration detection value directly detected by the longitudinal acceleration detecting means, and the vehicle speed detecting means operates. When the detected value reaches the lock-up on vehicle speed set by the lock-up on-vehicle speed setting means, the lock-up control means starts the lock-up control of the fluid transmission mechanism to perform the lock-up control according to the running state of the vehicle. Since the operation is started, the lockup state can be maintained at a constant vehicle speed even when the traveling state of the vehicle changes due to, for example, the load on the traveling road surface.

In the lock-up type continuously variable transmission according to the second aspect, the lock-up ON vehicle speed setting means locks up as the longitudinal acceleration detection value increases from the longitudinal acceleration detection value directly detected by the longitudinal acceleration detection means. The on-vehicle speed is set to be low, and when the detected value of the vehicle speed detection means reaches the set lock-up on-vehicle speed, the lock-up control means starts the lock-up control and gradually shifts to the lock-up state. For example, if the longitudinal acceleration detection value decreases on an uphill or the like, the lock-up on vehicle speed is set high, and if the longitudinal acceleration detection value increases on a downhill or the like, the lock-up on vehicle speed is set low, depending on the running condition of the vehicle. Since the lock-up on vehicle speed is set by setting the lock-up on speed It can be.

Further, in the lock-up type continuously variable transmission according to claim 3, the lock-up ON vehicle speed setting means locks up as the longitudinal acceleration detection value increases from the longitudinal acceleration detection value directly detected by the longitudinal acceleration detection means. The on-vehicle speed is set to be low, and when the detected value of the vehicle speed detection means reaches the set lock-up on-vehicle speed, the lock-up control means starts lock-up control and the slip state detection means detects the input side of the fluid transmission mechanism. By gradually shifting to the lockup state according to the slip state between the output side and the output side, for example, the longitudinal acceleration detection value decreases on an uphill, so the lockup ON vehicle speed is set to a large value, and the lockup ON vehicle speed is set according to the running state of the vehicle. Lock-on speed is set by setting the lock-up speed so that the vehicle is locked at a constant speed regardless of the road load etc. Yes, the larger the longitudinal acceleration detection value is, the larger the detection state of the sliding state detecting means is, and the more slowly the lockup state is controlled.However, the larger the longitudinal acceleration detection value is, the smaller the lockup ON vehicle speed is set. Since the lockup control is started from the low vehicle speed state, the lockup state can be maintained at a constant vehicle speed.

Further, in the lock-up type continuously variable transmission according to claim 4, the vehicle speed setting means has a control map showing correspondence between the longitudinal acceleration and the lock-up on vehicle speed, and the longitudinal acceleration detecting means from the control map. The lockup-on vehicle speed corresponding to the detected value of is searched and set as the lockup-on vehicle speed, and the lockup-on vehicle speed is easily set.

[0015]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 3 is a skeleton diagram showing a power transmission mechanism of a continuously variable transmission according to an embodiment of the present invention. In the figure, 10 is an engine as a drive source, and its output shaft 10a is connected to a fluid coupling 12 which is a fluid transmission mechanism. The fluid coupling 12 has a lock-up mechanism, and controls the hydraulic pressure in the lock-up oil chamber 12a to allow the pump impeller 12 on the input side to be controlled.
b and the turbine liner 12c on the output side can be mechanically connected or disconnected. Fluid coupling 1
The output side of 2 is connected to the rotary shaft 13. Rotating shaft 13
Is connected to the forward / reverse switching mechanism 15. The forward / reverse switching mechanism 15 has a planetary gear mechanism 17, a forward clutch 40, and a reverse brake 50.

The planetary gear mechanism 17 includes a sun gear 19 and a sun gear 19.
The pinion carrier 25 includes two pinion gears 21 and 23, and an internal gear 27. The two pinion gears 21 and 23 mesh with each other, the pinion gear 21 meshes with the sun gear 19, and the pinion gear 23 meshes with the internal gear 27. The sun gear 19 is connected so as to always rotate integrally with the rotary shaft 13. The pinion carrier 25 can be connected to the rotary shaft 13 by a forward clutch 40. Further, the internal gear 27 is the reverse brake 50.
Can be fixed to the stationary part. The pinion carrier 25 is connected to the drive shaft 14 arranged on the outer periphery of the rotary shaft 13, and the drive shaft 14 is provided with a drive pulley 16.

The drive pulley 16 has a fixed conical plate 18 which rotates integrally with the drive shaft 14, and a hydraulic cone which is arranged opposite to the fixed conical plate 18 to form a V-shaped pulley groove and which acts on the drive pulley cylinder chamber 20. And a movable conical plate 22 that is movable in the axial direction of the drive shaft 14. The drive pulley cylinder chamber 20 is composed of two chambers 20a and 20b, and has a pressure receiving area twice as large as that of a driven pulley cylinder chamber 32, which will be described later. The drive pulley 16 is connected to a driven pulley 26 by a V belt 24 so as to be able to be transmitted.

The driven pulley 26 is provided on the driven shaft 28, and a fixed conical plate 30 that rotates integrally with the driven shaft 28 and a fixed conical plate 30 are disposed to face the fixed conical plate 30 to form a V-shaped pulley groove. It is composed of a movable conical plate 34 that is movable in the axial direction of the driven shaft 28 by the hydraulic pressure acting on the pulley cylinder chamber 32. These drive pulleys 16,
The V-belt 24 and the driven pulley 26 constitute a V-belt type continuously variable transmission mechanism 29. A drive gear 46 is fixed to the driven shaft 28, and the drive gear 46 meshes with an idler gear 48 on an idler shaft 52. The pinion gear 54 provided on the idler shaft 52 is the final gear 4
Always in mesh with 4. A pair of pinion gears 58 and 60 forming a differential device 56 are attached to the final gear 44. The pinion gears 58 and 60 mesh with the pair of side gears 62 and 64, and the side gears 62 and 64 output respectively. It is connected to the shafts 66 and 68.

The power transmission mechanism as described above has an engine 10
The rotational force input from the output shaft 10a of the motor is transmitted through the fluid coupling 12 and the rotary shaft 13 to the forward / reverse switching mechanism 1
5, the forward clutch 40 is engaged, and the reverse brake 50 is released, the rotational force of the rotary shaft 13 is the same through the planetary gear mechanism 17 that is in an integrated rotation state. Direction is transmitted to the drive shaft 14 while the forward clutch 40 is released and the reverse brake 50 is engaged, the planetary gear mechanism 17 acts so that the rotational force of the rotary shaft 13 changes in the rotational direction. The reverse state is transmitted to the drive shaft 14. The rotational force of the drive shaft 14 is the drive pulley 16, the V belt 24, and the driven pulley 2.
6, driven shaft 28, drive gear 46, idler gear 48, idler shaft 52, pinion gear 54 and final gear 4
4 to the differential device 56 and output shafts 66 and 6
8 rotates in the forward or reverse direction. When both the forward clutch 40 and the reverse brake 50 are released, the power transmission mechanism is in the neutral state.

During the power transmission as described above, the movable conical plate 22 of the drive pulley 16 and the movable conical plate 34 of the driven pulley 26 are moved in the axial direction to change the contact position radius with the V belt 24. Drive pulley 16 and driven pulley 2
The rotation ratio with 6 can be changed. For example, if the width of the V-shaped pulley groove of the drive pulley 16 is increased and the width of the V-shaped pulley groove of the driven pulley 26 is reduced, the contact position radius of the V-belt on the drive pulley 16 side is reduced, and the driven pulley 26 is driven. The contact position radius of the V belt on the pulley 26 side becomes large,
After all, a large gear ratio can be obtained. Movable conical plate 2
If 2 and 34 are moved in the opposite direction, the gear ratio will be reduced, contrary to the above.

Next, the hydraulic control device for the continuously variable transmission will be described. As shown in FIG. 4, the hydraulic control device includes an oil pump 101, a line pressure regulating valve 102, a manual valve 104, a shift control valve 106, a step motor 108,
Shift specific pressure valve 110, shift operating mechanism 112, switching valve 11
4, pressure modifier valve 116, constant pressure regulating valve 118, modifier duty valve 120, clutch relief valve 122, torque converter relief valve 1
24, lock-up control valve 126, lock-up duty valve 128, clutch contact / separation control duty valve 12
9, a shift command valve 150 and the like.

The oil pump 101 sucks the oil in the tank 130 through the strainer 131 and discharges it into the oil passage 132. The oil discharged from the oil passage 132 is the line pressure regulating valve 102.
Is supplied to the ports 102a, 102b of and is adjusted as a predetermined line pressure by the line pressure regulating valve 102,
The adjusted line pressure is applied to the driven pulley cylinder chamber 32,
It is supplied to the port 106a of the shift control valve 106 and the input port 114a of the switching valve 114, respectively. The oil passage 13
2 is provided with a pilot relief valve 133k that suppresses an abnormally high line pressure.

The switching valve 114 has an input port 114a to which the line pressure is supplied and a port 10 of the line pressure regulating valve 102.
2f, an output port 114b communicated with the tank 130, a drain port 114c communicated with the tank 130, a pilot port 114d to which the output pressure of the modifier duty valve 120 is supplied as a pilot pressure, and a spool 114.
and the input port 114a and the output port 1 when the pilot pressure of the pilot port 114d is substantially zero.
14b and the drain port 114c are in communication with each other, but when the pilot pressure of the pilot port 114d increases, the drain port 114c is closed by the spool 114e. The input port 114 of the switching valve 114
The oil passage a is blocked by the oil passage 133 communicating with the oil passage 132 by interposing the separator 133s in the middle thereof, and the oil passage 134 communicating between the output port 114b and the pilot port 102f of the line pressure regulating valve 102. Is blocked by interposing a separator 134s in the middle thereof.

The pressure modifier valve 116 is
A port 116a communicating with the pilot port 102f of the line pressure regulating valve 102, a pilot port 116b to which the output pressure of the modifier duty valve 120 is supplied as pilot pressure, a drain port 116c communicating with the tank 130, and a line pressure regulating valve. An input port 116d communicated with an output port 102d of 102 and a spool 116g having two lands 116e and 116f.
And this spool 116g to pilot port 116b
And a return spring 116h biasing to the side. When the pilot pressure in the pilot port 116b is substantially zero, the port 116a and the drain port 116c are in communication with each other. The spool 116g moves upward and the ports 116a and 116d are in communication with each other.

The constant pressure regulating valve 118 is the line pressure regulating valve 1
The input port 11 communicated with the output port 102d of 02.
8a, the output port 118b, the output pressure of the output port 118b is supplied as the pilot pressure via the filter 118c, the pilot port 118d and the drain port 118e communicated with the tank 130, and the two lands 11.
A spool 118h having 8f and 118g and a return spring 118i for urging the spool 118h toward the pilot port 118d are provided, and an orifice 118j is provided at the inlet of the pilot port 118d. The constant pressure regulating valve 118 regulates a constant hydraulic pressure corresponding to the urging force of the spring 118i by a well-known pressure regulating action of the pilot pressure.
It is supplied to the modifier duty valve 120, the lockup duty valve 128, and the clutch contact / separation control duty valve 129 via b.

The modifier duty valve 120 is
The input port 120a is connected to the output port 118b of the constant pressure regulating valve 118, and the output port 120b is the pilot port 114d of the switching valve 114, the pilot port 116b of the pressure modifier valve 116, and the external pilot port 122c of the clutch relief valve 122.
The drain port 120c is communicated with the tank 130, and the modifier control pressure corresponding to the duty ratio is output from the output port 120b by the drive current of the duty ratio corresponding to the target gear ratio supplied from the shift control device 300. To do.

The lock-up duty valve 128 has an input port 128a connected to the output port 118b of the constant pressure regulating valve 118, an output port 128b connected to an input port 150a of a shift command valve 150 described later, and a line pressure. Pilot port 102 of pressure regulating valve 102
e and the pilot port 122c of the clutch relief valve 122, the drain port 128c is connected to the tank 130, and the lockup control from the output port 128b is performed by the drive current of a predetermined duty ratio supplied from the shift control device 300 described later. Output pressure P _LU . Here, the output port 128b, the pilot port 102e of the line pressure regulating valve 102, and the clutch relief valve 122.
Oil passage 13 connecting the pilot port 122c of the
Separator 1 having 5 and 136 interposed therebetween
It is blocked by 35s and 136s.

Duty valve 129 for clutch contact / separation control
The input port 129a communicates with the output port 118b of the constant pressure regulating valve 118, and the output port 129b has pilot ports 140h and 142h of the reverse brake control valve 140 and the forward clutch control valve 142, which will be described later.
The drain port 129c is communicated with the tank 130, and a drive current having a predetermined duty ratio is supplied from the shift control device 300 described later during creep control and anti-skid control. Outputs control pressure P _CC .

The line pressure regulating valve 102 has a large diameter hole portion 102.
g of the input port 102a, the pilot port 102c, and the large-diameter hole 102g that communicate with the medium-diameter hole 102.
pilot port 102e formed in h, pilot port 102b formed in small diameter hole 102i communicating with this medium diameter hole 102h, and pilot port 102f formed in extra large diameter hole 102j communicating with this small diameter hole 102i And a spool 102s having lands 102o, 102p, 102q, 102r corresponding to the respective hole portions 102g to 102j, each pilot port 1
02b, 102c, 102e and 102f, the spool 102s is moved left and right by the thrust balance between the pilot pressure and the pressure receiving area to adjust the opening area between the input port 102a and the output port 102d to adjust the line pressure.

The manual valve 104 is the line pressure regulating valve 1
The input port 104 communicating with the output port 102d of 02.
a, R range port 104b, D range port 104
c, L range port 104d, drain ports 104e and 104f at both ends, and two lands 104g and 104
and a spool 104i having h. The spool 104i is operated by a select lever (not shown) provided near the driver's seat, and has five stop positions of P, R, N, D, and L ranges. Then, the R range port 104b is connected to the reverse brake 50 via the reverse brake control valve 140, and the D range port 104
The c and L range ports 104d are in communication with the forward clutch 40 via the forward clutch control valve 142.

The reverse brake control valve 140 is an input port 140a communicating with the R range port 104b of the manual valve 104, and the reverse brake 50 has an orifice 140.
an output port 140d communicating through b and 140c,
The pilot port 140 in which the output pressure of the drain port 140e and the output port 140d communicating with the tank 130 is supplied as the pilot pressure via the orifice 140f.
g and a pilot port 140h that communicates with the output port 129b of the clutch control duty valve 129;
The spool 140m has two lands 140i, 140j, 140k, and a return spring 140n for biasing the spool 140m toward the pilot ports 140g, 140h. In addition, the orifice 1
40b and 140c include a check valve 140o for blocking hydraulic oil flowing from the reverse brake 50 to the reverse brake control valve 140 in parallel with these and a hydraulic oil flowing into the reverse brake 50 from the reverse brake control valve 140. A check valve 140p for preventing the above is inserted.

The forward clutch control valve 142 has the orifice 14 in the D range port 104c of the manual valve 104.
2a, an input port 142b that communicates with the forward clutch 40, an output port 142d that communicates with the forward clutch 40 through an orifice 142c, a drain port 142e that communicates with the tank 130, and an output pressure of the output port 142d with the orifice 1
Pilot port 142g supplied as a pilot pressure via 42f and clutch control duty valve 12
9 output port 129b and pilot port 142h, and three lands 142i, 142j, 142
Spool 142m having k and this spool 142m
Of the return port 142n for urging the pilot port 142g toward the pilot port 142h side. The clutch control valve 142 is arranged in parallel with the orifice 142a.
A check valve 142o for blocking hydraulic oil flowing out from the forward valve 4 to the manual valve 104 is inserted, and the forward clutch control valve 142 to the forward clutch 4 are arranged in parallel with the orifice 142c.
A check valve 142p is inserted to prevent the hydraulic oil from flowing into the valve 0.

The clutch relief valve 122 has a large-diameter hole portion 1
22e, an input port 122a and an output port 122d, a medium diameter hole 122f communicating with the large diameter hole 122e, a pilot port 122b, and a small diameter hole 122g communicating with the medium diameter hole 122f. The pilot port 122c formed in the
Lands 122h and 12 engaging with 122f and 122g
Spool 122k having 2i and 122j, and this spool 122k with pilot ports 122b and 122
It is composed of a return spring 122m biased to the c side. Here, the input port 122a is directly communicated with the output port 102d of the line pressure regulating valve 102, and the pilot port 122b is communicated with the output port 102d of the line pressure regulating valve 102 via the orifice 122n.
The pilot port 122c is in communication with the output port 120b of the modifier duty valve 120 and the output port 128b of the lockup duty valve 128, and the output port 122d is the torque converter relief valve 124.
Of the input port 124a.

The torque converter relief valve 124 has an input port 124a communicating with an output port 122d of the clutch relief valve 122, an output port 124b, and 1
A spool 124d having two lands 124c and a return spring 124e for urging the spool 124d in a direction to close the output port 124b, and the output port 124b sets oil through a lubricating relief ball 144 that sets a lubricating pressure. It is returned to the suction side of the pump 101 and is output to the lubricating system such as the differential gear, the power train, and the belt for lubrication.

The lock-up control valve 126 has a large-diameter hole portion 1
26a, an input port 126b connected to the output port 122d of the clutch relief valve 122, an output port 126c connected to the lockup oil chamber 12a, an output port 126 connected to the fluid coupling 12.
d, the output port 126e communicated with the cooler 146,
The pilot port 12 communicated via the orifice 148 with the output port 126f communicated with the above-mentioned lubricating system and the drain port 126g communicated with the tank 130, and the output port 126c formed in the small diameter hole 126h.
6i and the pilot port 126j communicating with the output port 150b of the shift command valve 150, and the large diameter hole 126a.
Lands 126m, 126n, 126 that engage with
Lands 12 that engage with o and 126p and the small diameter hole portion 126h
A spool 126s having 6r, and this spool 12
It is composed of a return spring 126t for urging 6s toward the pilot ports 126i and 126j. A relief valve 152 that suppresses abnormal high pressure is connected to an oil passage 149 that connects the output port 126d and the fluid coupling 12 to each other.

The shift control valve 106 is the input port 106.
a, the output port 106b and the pressure adjusting port 106c, and 3
And a spool 106g having two lands 106d, 106e and 106f. The input port 106a is connected to the oil passage 132 to which the line pressure is supplied, and the output port 106b is connected to the drive pulley cylinder chamber 2 of the drive pulley 16.
0, the pressure regulating port 106c is communicated with the tank 130 via a pressure holding valve 160 for holding the drive pulley cylinder pressure at a preset predetermined pressure, and the spool 106g
An upper end of the pin is rotatably connected to a substantially central portion of a lever 178 of the gear shift operation mechanism 112 described later by a pin 181. Therefore, in order to maintain a constant gear ratio, in FIG.
Assuming that the line pressure supply to the drive pulley cylinder chamber 20 is cut off because b is blocked, the spool 106g moves upward in FIG. 4, and the input port 106a and the output port 106b are in communication with each other. Then, the width of the V-shaped pulley groove of the drive pulley 16 is reduced by supplying a predetermined line pressure to the drive pulley cylinder chamber 20 to increase the pressure thereof, while the V of the driven pulley 26 is reduced.
The width of the V-shaped pulley groove is increased. That is, since the V-belt contact radius of the drive pulley 16 increases and the V-belt contact radius of the driven pulley 26 decreases, the gear ratio decreases. On the contrary, when the spool 106g is moved downward in FIG. 4, the gear ratio is increased due to the effect completely opposite to the above.

As described above, the lever 178 of the speed change operation mechanism 112 is connected to the spool 106g of the speed change control valve 106 by the pin 181 at the substantially central portion thereof. One end of the lever 178 is connected to the shaft 14 of the drive pulley 16. A part of the outer peripheral edge of a flange 164a, which is slidably mounted on the guide shaft 162 having a rectangular cross section and arranged in parallel, and formed on the outer peripheral edge, has a groove 22a provided on the outer periphery of the movable conical plate 22 of the drive pulley 16. And the pin 1
83 and a long hole (not shown), and the other end is connected to the rod 182 by a pin 185. The rod 182 has a rack 182c.
82c is a pinion gear 108a of the step motor 108
Meshes with.

In such a gear shift operation mechanism 112,
When the step motor 108 controlled by the shift control device 300 is rotationally driven in the clockwise direction, the rod 182 moves downward, the lever 178 pivots clockwise with the pin 183 as a fulcrum, and is connected to the lever 178. The spool 106g of the shift control valve 106 is moved downward. Accordingly, as described above, the drive pulley cylinder chamber 20
Since the pressure oil inside is returned to the tank 130 via the pressure holding valve 160, the cylinder pressure of the drive pulley cylinder chamber 20 is reduced to the pressure set by the pressure holding valve 160. For this reason,
The movable conical plate 22 of the drive pulley 16 moves upward in FIG. 4, and the V-shaped pulley groove interval of the drive pulley 16 increases, and at the same time, the V-shaped pulley groove interval of the driven pulley 26 increases. It becomes smaller and the gear ratio becomes larger.

Since one end of the lever 178 is connected to the sensor shoe 164 by the pin 183, when the sensor shoe 164 moves upward in FIG. The lever 178 rotates clockwise with the side pin 185 as a fulcrum. Therefore, the spool 106g is pulled back upward, and the drive pulley 16 and the driven pulley 26 try to bring the gear ratio into a small state. By such an operation, the spool 106g, the drive pulley 16 and the driven pulley 26 are
It stabilizes at the target gear ratio state corresponding to the rotational position of the step motor 108.

On the contrary, when the step motor 108 is rotationally driven in the counterclockwise direction, the transmission control valve 106 is reversed, contrary to the above.
4 moves upward in FIG. 4, a predetermined line pressure is supplied to the drive pulley cylinder chamber 20, the V-shaped pulley groove of the drive pulley 16 becomes smaller, and the V-shaped of the driven pulley 26 becomes smaller. The pulley groove becomes large and the gear ratio becomes small. At this time, the sensor shoe 164 moves downward in FIG. 4 along with the movement of the movable conical plate 22 in the drive pulley 16, so that the spool 106g of the shift control valve 106 is pulled back downward, and the drive pulley 16 and the driven pulley 16 are driven. An attempt is made to bring the pulley 26 into a large gear ratio. By such an operation, the spool 106g, the drive pulley 16 and the driven pulley 26 move the step motor 10
It stabilizes in the state of the target gear ratio corresponding to the rotational position of 8.

Therefore, when the step motor 108 is operated in accordance with a predetermined gear shift pattern, the gear ratio changes accordingly, and the step motor 108 is controlled to control the gear shift of the continuously variable transmission mechanism. You can The step motor 108 is used by the shift control device 3
The rotation angle is determined according to the pulse number signal sent from 00. The pulse number signal from shift control device 300 is given in accordance with a predetermined shift pattern according to the running state.

The transmission specific pressure valve 110 has an input port 110.
a, output port 110b, drain port 110c and pilot port 110d, three lands 110e,
The spool 110h having 110f and 110g, the spring stop sliding rod 110i connected to the above-described sensor shoe 164 via a lever 170 having a fulcrum at a substantially central portion, the spring stop sliding rod 110i and the spool 110h. It is provided with a return spring 110j interposed between the return port 110j and the spool 110h for urging the spool 110h toward the pilot port 110d side. When the V-shaped pulley groove interval of the drive pulley 16 is small, which is communicated with the pilot port 102c of the line pressure regulating valve 102 and its own pilot port 110d, the spring stop sliding rod 110i.
Has an upper position, the return spring 110j
And the pilot pressure output from the output port 110b is reduced.
The line pressure of the oil passage 132 regulated by 2 becomes small, and from this state, the spring stop sliding rod 110i gradually moves downward as the gap between the V-shaped pulley grooves of the drive pulley 16 increases. 110j
And the pilot pressure output from the output port 110b gradually increases.
Line pressure gradually increases.

The step motor 108, the modifier duty valve 120, the lockup duty valve 128, and the clutch contact / separation control duty valve 1 are described.
29 is controlled by the shift control device 300. As shown in FIG. 5, the shift control device 300 includes an engine rotation speed sensor 301 and a vehicle speed sensor 30 as a vehicle speed detecting means.
2. Electrical signals are input from the throttle opening sensor 303, the shift position switch 304, the turbine rotation speed sensor 305, the engine cooling water temperature sensor 306, the brake sensor 307, and the longitudinal acceleration sensor 410 as longitudinal acceleration detecting means.

The engine speed sensor 301 detects the engine speed from the ignition ignition pulse of the engine, and the vehicle speed sensor 302 detects the vehicle speed from the rotation of the output shaft of the continuously variable transmission. The throttle opening sensor 303 detects the throttle opening of the engine as a voltage signal.
The shift position switch 304 detects at which position P, R, N, D, L the manual valve 104 described above is located. The turbine rotation speed sensor 305 detects the rotation speed of the turbine shaft of the fluid coupling 12.
The engine cooling water temperature sensor 306 generates a signal when the temperature of the engine cooling water is below a certain value, and the shift control device 30
At 0, the warm-up state of the engine is judged by the engine water temperature, and the clutch current at start is corrected. Further, the brake sensor 307 detects whether or not the brake of the vehicle is being used. The longitudinal acceleration sensor 410 is arranged at an arbitrary position of the vehicle. As shown in FIG. 6, the longitudinal acceleration sensor 410 is zero when the vehicle is stopped or traveling at a low speed, and has a positive voltage value according to the acceleration state when the vehicle is accelerated. At the time of deceleration, the longitudinal acceleration X _G having a negative voltage value according to the deceleration state is output.

The signals from the engine speed sensor 301, the vehicle speed sensor 302 and the turbine speed sensor 305 are supplied to the input interface 311 via the waveform shapers 308, 309 and 322, respectively, and the throttle opening sensor 303 and the longitudinal acceleration are also supplied. The voltage signal from the sensor 410 is converted into a digital signal by the A / D converters 310 and 410a, and the input interface 311
Is supplied to.

The shift control device 300 includes an input interface 311, a CPU (central processing unit) 313, a reference pulse generator 312, a ROM (read only memory) 314,
It has at least a RAM (random access memory) 315 and an output interface 316, which are connected by an address bus 319 and a data bus 320.

Here, the reference pulse generator 312 generates a reference pulse for operating the central processing unit 313.
The ROM 314 stores a program for controlling the step motor 108 and the duty valves 120, 128 and 129 and data necessary for the control. RAM3
Information from each sensor and switch, parameters necessary for control, and the like are temporarily stored in 15.

In the central processing unit 313, predetermined processing is performed based on the data from each sensor or the like input via the input interface 311, and the predetermined data is output via the output interface 316 to the motor drive circuit 317 and the duty valve. Output to the electromagnetic solenoids 120, 128 and 129. Then, in the motor drive circuit 317, based on the data from the shift control device 300, the step motor 108
And forms and outputs a drive signal for driving.

FIG. 7 is a flowchart showing the reference calculation process of the gear ratio control of the continuously variable transmission in the gear shift control device 300. The reference calculation process of this gear ratio control is a predetermined time (Δ
This is executed by a timer interrupt for each T). First, in step 502, the shift position from the shift position switch 304 is read, and then in step 504, the shift position detected by the shift position switch 304 is the travel range D, L, R range. If it is determined that the range is D, L, R, the process proceeds to step 508. If not, that is, P,
If it is in the N range, the routine proceeds to step 506, where the duty ratio of the exciting current to the electromagnetic solenoid of the lock-up duty valve 128 is set to "0" at step 506, and then the routine proceeds to step 630 described later.

In step 508, the throttle opening TH is read based on the signal from the throttle opening sensor 303, and in step 510, the vehicle speed sensor 3 is read.
The vehicle speed V is read based on the signal from 02. Next, at step 512, the engine rotation speed N _E is read from the engine rotation speed sensor 301, and the routine proceeds to step 513a.

In step 513a, the RAM 315 is used.
Based on the current pulse number P _A of the step motor 108 stored in FIG.
Calculate _P. Here, the current pulse number P _A is set with the rotation angle of the step motor 108 at the maximum gear ratio being zero.

Next, in step 513b, the relationship between the engine speed N _E and the engine torque T _E is set on the basis of the throttle opening TH and the engine speed N _E using the throttle opening TH shown in FIG. 9 as a parameter. The engine torque T _E is calculated with reference to the map indicating the above, and then the process proceeds to step 513c to calculate the calculated engine torque T _{E.
Based on E} and the current gear ratio C _P , the gear ratio C and the line pressure P _L are set using the engine torque T _E shown in FIG. 10 as a parameter.
The line pressure P _L is calculated with reference to a map showing the relationship with, and the line pressure regulator 10 is used to obtain the line pressure P _L.
In order to output the pilot pressure to be supplied to No. 2 from the pressure modifier valve 116, the duty ratio of the exciting current to the corresponding modifier duty valve 120 is determined, and then the routine proceeds to step 514.

Here, the engine torque T shown in FIG.
_The map showing the relationship between the gear ratio C and the line pressure P _L with _E as a parameter is such that the gear ratio C is the horizontal axis and the line pressure P _L is the vertical axis, and the maximum line pressure value L _MAX and the minimum line pressure value L _MIN.
The engine speed T _E for each accelerator opening is used as a parameter to change the line pressure P _L according to the gear ratio C. For example, the gear ratio C is minimum, for example C = 0.497. , The maximum line pressure L _MAX = 24
[Kg / cm ² ], line pressure minimum value L _MIN = 16 [kg / c
m ² ], the gear ratio C is maximum, for example, when C = 2.503, the maximum line pressure L _MAX = 8 [kg / cm ² ], the minimum line pressure L _MIN = 5.5 [kg / cm ² ]] Is set.

In step 514, the turbine rotation speed N _{t is} calculated based on the signal from the turbine rotation speed sensor 305.
Is read, and then the routine proceeds to step 516, where the rotational deviation N _D between the engine rotational speed N _E and the turbine rotational speed N _t is calculated, and then the routine proceeds to step 517. In this step 517, the longitudinal acceleration X _G is read based on the signal from the longitudinal acceleration sensor 410, and then the step 5
In step 18, the lockup ON corresponding to the longitudinal acceleration X _G read in step 517 is referred to by referring to the control map which is stored in advance in the ROM 314 and which shows the correspondence between the longitudinal acceleration X _G and the lockup ON vehicle speed V _ON. The vehicle speed V _ON is searched, and the process proceeds to step 520.

Here, the control map showing the correspondence between the longitudinal acceleration X _G and the lock-up ON vehicle speed V _ON , as shown in FIG. 11, when the longitudinal acceleration X _G is zero, the target lock-up vehicle speed Vα (for example, 10 km / h), the lock-up on vehicle speed V _ON is set to decrease as the longitudinal acceleration X _G increases, and the lock-up on vehicle speed V _ON is
When the longitudinal acceleration of the vehicle is X _G and the lockup control is started when the vehicle speed V reaches the lockup-on vehicle speed V _ON , the vehicle is completely locked when the vehicle speed V reaches the target lockup vehicle speed Vα. It is set to be in the up state.

At step 520, the lockup flag is set.
Determines if LUF = 1 is set, and locks
If the up flag is set to LUF = 1
Move to step 544 and LUF = 1 is not set
In that case, the process proceeds to step 522. And step
At 544, the vehicle speed V is a preset lock-up vehicle.
Speed V _OFFIs smaller than V, and V <V_OFFAnd
If yes, go to step 540; otherwise, ie
V ≧ V_OFFIf it is, the process proceeds to step 546. Well
Further, in step 522, the vehicle speed V is changed to step 518.
Lockup on vehicle speed V searched for_ONGreater than or not
Judge whether V> V_ONIf yes, go to step 524
If not, move to step 540 above
To do.

In step 524, the rotation deviation N
_DFrom the preset first target value Nm₁Rotate
The target value deviation e is calculated and then stored in step 526 in advance.
From the control map that has been set,
Feedback gain G of 1 ₁Search and then step
At 528, the rotation deviation N_DHowever, switching the preset control system
Threshold N₀Is smaller than N, and N_D<N_OAnd
If yes, go to step 530; otherwise, immediately
Chi N_D≧ N_OIf it is, move to step 538.
It

In step 530, a preset minute predetermined value α is added to the previous duty ratio of the lock-up duty valve 128 to set the current duty ratio of the lock-up duty valve 128, and then step 532. Then, it is determined whether or not the current duty ratio of the lockup duty valve 128 is smaller than 100%.
When it is determined that it is smaller than 00%, step 601
To step 534, otherwise to step 534. At step 534, the current duty ratio of the lock-up duty valve 128 is corrected to 100%, then at step 536, the lock-up flag is set to LUF = 1, then at step 537, the timer is started and the timer flag is set to T. After setting = 1, the process proceeds to step 601.

On the other hand, in step 538, the current duty ratio is calculated based on an arithmetic expression in which the rotation target value deviation e and the first feedback gain G ₁ are variables.
Then, the process proceeds to step 601. Also, in step 5 above.
At 40, the current duty ratio of the lock-up duty valve 128 is set to 0%, then at step 542, the lock-up flag LUF is reset to "0", and then the routine proceeds to step 601. In step 546, the current duty ratio of the lockup duty valve 128 is set to 100%, and the process proceeds to step 601.

In step 601, it is determined whether or not the vehicle is under anti-skid control. This anti-skid control reduces the wheel speed by increasing the wheel cylinder pressure when the brake pedal is depressed during running of the vehicle to bring it into a braking state, but the slip ratio at that time exceeds a predetermined value. The wheel cylinder pressure at that time is held, and when the wheel deceleration exceeds the set value in this holding state, it is judged that the wheel tends to lock and the wheel cylinder pressure is reduced to avoid the locked state. Then, when the wheel speed is recovered thereafter, by continuing the braking state while repeating the holding state, the gradually increasing pressure state, the holding state and the pressure reducing state,
This is to prevent the wheels from being locked to obtain a good braking state. When the anti-skid control is started, the anti-skid control flag indicating this is set to "1", and the anti-skid control flag is set to "1". By determining whether or not the skid control flag is "1", it is possible to determine whether or not the antiskid control is in progress.

If the anti-skid control is not being performed
In that case, the process directly proceeds to step 602, but
If skid control is in progress, move to step 601a.
The solenoid of the duty valve 129 for clutch engagement / separation control.
100% duty ratio of exciting current to solenoid
Is set and the process proceeds to step 602. This step 6
In 02, the speed ratio control in which the vehicle speed V is set in advance is started.
Threshold V ₀(For example, it is set to 2-3 km / h, and V_ONas well as
V_OFFIt will be a smaller value. ) Is less than
And V <V₀If it is determined that creep control is required
If there is, move to step 604, and not
In other words, V ≧ V₀If it is, it is necessary to perform shift control.
Then, the process proceeds to step 624.

In step 604, the throttle opening T
It is determined whether H is smaller than the idle determination threshold TH ₀ , and if it is determined that TH <TH ₀ , step 6 is performed.
If not, that is, if it is determined that TH ≧ TH ₀ , the process proceeds to step 606. In this step 606, the current duty ratio of the clutch contact / separation control duty valve 129 is set to 0% to completely engage the forward clutch 40 or the reverse brake 50, and then in step 608, the target of the step motor 108 is set. After setting the number of pulses P _D to zero, step 63 described later.
Move to 0.

On the other hand, in step 610, it is determined whether or not the current pulse number P _A of the step motor 108 is zero. If P _A = 0, the process proceeds to step 612,
Otherwise, go to step 620. In step 612, the rotation target value deviation e is calculated by subtracting the preset second target value Nm ₂ from the rotation deviation N _D.
Next, in step 614, the second feedback gain G ₂ corresponding to the rotation target value deviation e is retrieved from the prestored control map, and in step 616, the present duty ratio of the clutch contact / separation control duty valve 129 is searched. Is the rotation target value deviation e and the second feedback gain G ₂
Is calculated based on an arithmetic expression in which
At 18, the current pulse number P _A of the step motor 108 is set to P _A
= 0 is set and the process proceeds to step 636.

At step 624, the shift position is D
If it is in the D range, the process proceeds to step 626, and the vehicle speed V and the throttle opening T are determined from the shift pattern corresponding to the D range stored in advance.
The gear ratio corresponding to H is retrieved and the process proceeds to step 630. If the result of determination in step 624 is that the shift position is not in the D range, the process moves to step 639,
It is determined whether the shift position is in the L range and L
If it is in the range, the process proceeds to step 628, the gear ratio corresponding to the vehicle speed V and the throttle opening TH is searched from the gear change pattern corresponding to the L range stored in advance, and the process proceeds to step 630. Also, step 639
As a result of the determination, if the shift position is not in the L range, the process proceeds to step 640, and the vehicle speed V is changed from the shift pattern corresponding to the shift position R range stored in advance.
Then, the gear ratio corresponding to the throttle opening TH is searched, and the process proceeds to step 630.

On the other hand, if it is determined in step 630 that the current pulse number P _A is equal to the target pulse number P _D , the process proceeds to step 636. In addition, the step 6
If it is determined in step 30 that the current pulse number P _A is smaller than the target pulse number P _D , the process proceeds to step 632 to set the step drive signal in the upshift direction, and then in step 634, the current pulse number P A is set. _After adding "1" to _A to update and store it as a new current pulse number P _A , the process proceeds to step 636.

On the other hand, when it is determined in step 630 that the current pulse number P _A is larger than the target pulse number P _D , the process proceeds to step 620, the step motor drive signal is set in the downshift direction, and then, Step 622
In after updating stored as a new current pulse number P _A by subtracting "1" from the current pulse number P _A, the process proceeds to step 636.

Then, in step 636, the step motor drive signal is output to the motor drive circuit 317, and then in step 638, the solenoid valve solenoid drive signal is output, and then the process returns to the main program. Then, the motor drive circuit 317 outputs a pulse signal for driving the step motor 108 in the direction designated by the step motor drive signal, whereby the current pulse number P _A of the step motor 108 is moved by one pulse.

Here, step 516 is a slipping state detection process.
Corresponding to the step, step 518 sets the lock-up on vehicle speed
Steps 520 to 546 correspond to the setting means.
It corresponds to the lockup control means. In this embodiment,
Search the shift pattern corresponding to the R range in step 640.
Excluding steps 626 and 628 shift pattern searched for
Is a continuously variable shift according to the shift pattern shown in FIG.
It may be considered that the gear ratio of the machine is set. That is, each shift
The gear ratio in the turn is the vehicle speed V and the throttle opening TH
According to those variables on the control map with and as variables
It will be set uniquely if searched. This Fig. 12 shows the vehicle speed V
Horizontal axis, engine rotation speed Ne, vertical axis, throttle opening T
In the comprehensive control map of the shift pattern with H as a parameter
Assuming that there is, a straight line passing through the origin with a constant inclination is
Can be considered to be constant, for example, the entire shift pattern.
The straight line with the largest inclination in the region is the deceleration of the entire vehicle
Ratio is the largest, ie maximum gear ratio C _HiAnd, conversely, the most
A straight line with a small slope has the smallest reduction ratio of the entire vehicle,
That is, the minimum gear ratio C in the D range_DLOYou can think of it as Servant
Specifically, the shift pattern of the L range is the vehicle speed V.
And the maximum gear ratio C regardless of the throttle opening TH _Hi
The D-range shift pattern is fixed to the maximum change.
Speed ratio C_HiAnd D range minimum gear ratio C_DLOCar in the area between
Gear ratio set according to speed V and throttle opening TH
It becomes a control curve consisting of the locus over time.

Therefore, it is assumed that the vehicle is now in the parking state in which the engine is stopped and the P range is selected by the shift lever, and in this state, the V-belt type continuously variable transmission mechanism 29 is used.
However, in FIG. 4, it is assumed that the V-belt 24 is at the gear shift position of the maximum gear ratio C _MAX where the contact position radius on the drive pulley 16 side is the smallest and the contact position radius on the driven pulley 26 side is the largest.

When the ignition switch is turned on and the engine is started from this parking state to the idling state, the oil pump 101 is rotationally driven in response to this, and the discharge pressure to the flow path 132 increases.
This is the pilot port 102 of the line pressure regulating valve 102.
It is supplied to b as a pilot pressure. At this time, the clutch relief valve 122 connected to the output port 102d of the line pressure regulating valve 102 causes the input port 122a
Assuming that the clutch pressure P _C of the engine has stopped near the drain pressure with the engine stopped, this clutch pressure P _C
Is supplied via the transmission specific pressure valve 110.
The pilot pressure supplied to the pilot port 102c at the right end of 2s becomes low.

On the other hand, the ignition switch is on.
In the central processing unit 313, initialization is performed when
Reset the lockup flag LUF to "0"
Both target pulse number P_DOf "7" after setting
Execute the process, and at this time, select the P range with the shift lever.
Since it is selected, step 504 to step 5
06 and the lockup duty valve 128
Set the duty ratio to “0” and then move to step 630.
The current pulse number P_AIs the target pulse number P_D
If it matches (= 0), step motor
108 step motor drive signal to keep stopped
Output (step 636), then duty ratio "0"
The solenoid drive signal of each duty valve 120, 128
And 129. For this reason, the modifier du
Maintain the duty ratio of the duty valve 120 at zero,
Modifier pressure output from the output port 120b of the
P _MBecomes zero and this is the pressure modifier
It is input to the pilot port 116b of the valve 116.
Therefore, the input port of this pressure modifier valve 116 is
The port 116d and the output port 116a are shut off, and
Output port 116a and drain port 116c are connected.
The line pressure regulating valve 102 pilot
The pilot pressure at the port 102f also becomes zero.

Therefore, the pilot pressure of the pilot ports 102b and 102f for moving the spool 102s to the right and the pilot port 1 for moving the spool 102s to the left.
The thrust 102, which is the product of the pressure of 02c and the pressure receiving area of the spool 102s, moves the spool 102s to the right, which causes the land 1 of the input port 102a and the spool 102s.
The area of the opening between 02o increases and the input port 102a and the output port 102d are brought into communication with each other, so that the line pressure in the flow path 132 temporarily decreases.

However, the output pressure output from the output port 102d of the line pressure regulating valve 102 is the same as that of the input port 1 of the clutch relief valve 122 disposed on the downstream side.
22a and the pilot port 122b, the clutch pressure P formed at the input port 122a
_C increases to a pressure at which the thrust of the return spring 122m of the clutch relief valve 122 and the thrust represented by the product of the pilot pressure of the pilot port 122b and the pressure receiving area of the land 122i of the spool 122k are balanced.

As described above, when the clutch pressure P _C is increased, it is supplied to the input port 110a of the gear ratio control valve 110, and the V-shaped pulley groove interval of the drive pulley 16 is widened at this time. Accordingly, the sensor shoe 164 moves upward as viewed in FIG. 4, which causes the spring stop sliding rod 110i to move downward, increasing the biasing force of the return spring 110j. The control pressure output from the output port 110b of the control valve 110 is a value lower than the clutch pressure P _C but close to it, and this control pressure is the line pressure regulating valve 1.
No. 02 pilot port 102c is supplied as pilot pressure. For this reason, the spool 102s of the line pressure regulating valve 102 moves to the left to move the input port 102a and the land 10
As a result, the line area of the flow path 132 is represented by a point corresponding to the maximum speed ratio C _MAX on the maximum line pressure curve L _MAX , as shown in FIG. 10. It is set to a relatively high line pressure.

When the D range is selected with the shift lever in order to start forward traveling while maintaining the depression of the brake pedal from the stopped state in which the P range is selected,
When the process of FIG. 7 is executed, the process proceeds from step 504 to step 508, and the shift control process is started. However, when the brake pedal is continuously depressed, the engine is idling and the vehicle is also stopped. Therefore, the vehicle speed V is zero, and step 51
Although the duty ratio of the modifier duty valve 120 calculated in 3a to S513c is not the minimum, it becomes a value according to the engine torque in the idling state, and the modifier pressure P _M output from the modifier duty valve 120 increases to some extent. However, in response to this, the output port 116a and the drain port 116c of the pressure modifier valve 116 are shut off, and instead the output port 116a and the input port 116d are opened, so that the clutch pressure P _C is used. A modifier pressure having a relatively small pressure is supplied to the pilot port 102f of the line pressure regulating valve 102 as a pilot pressure. For this reason, the spool 102s moves to the right and the line pressure P _L of the flow path 132 is the minimum line pressure curve L as shown in FIG.
It is set to the minimum line pressure represented by the point corresponding to the maximum gear ratio C _MAX on _MIN .

On the other hand, when the D range is selected with the shift lever, the input port 104a and the output port 104c of the manual valve 104 are in communication with each other, so that the clutch pressure P _C formed by the clutch relief valve 122 is the forward clutch. Since it is supplied to the forward movement clutch 40 via the control valve 142 and the orifice 142c, the forward movement clutch 40 is gradually increased to be in the engaged state. However, in the process of FIG. 7, the lockup flag LUF
Is reset to "0" in the initial state, the process proceeds from step 520 to step 522. Since the vehicle speed V is zero, the process proceeds to step 540 and the duty ratio of the lock-up duty valve 128 is changed to "0". Set it to 0 ”,
Next, the routine proceeds to step 542, where the lockup flag LUF is reset to "0" and then proceeds to step 601.

At this time, since the anti-skid control is not being performed, the routine proceeds to step 602, where the vehicle speed V is stopped and is smaller than the set vehicle speed V ₀ , so the routine proceeds to step 604 and the throttle opening TH Is in the idling state, it is smaller than the set value TH ₀ , so the routine proceeds to step 610, and the current pulse number P _A is P _A = 0, so steps 612 to 616 are executed and the clutch contact / separation control duty is changed. By setting the duty ratio of the valve 129 based on the difference e between the deviation N _D between the engine speed N _E and the turbine speed N _T and the target deviation N _m2 and the gain G ₂ , the duty ratio is relatively large. Value eg 60
It is set to a degree. For this reason, the clutch control pressure P _CC output from the output port 129b of the clutch contact / separation control duty valve 129 is supplied to the pilot ports of the reverse brake control valve 140 and the forward clutch control valve 142, and thus the reverse control is performed. Spools 140m and 142 of the brake control valve 140 and the forward clutch control valve 142
m descends against the return springs 140n and 142n, and in the forward clutch control valve 142, the output port 142d and the drain port 142e are brought into communication with each other, and the clutch engagement pressure for the forward clutch 40 is applied to the return spring 142n. The pressure is reduced to a pressure at which the force and the thrust of the pilot port 142h due to the pilot pressure are balanced, and creep running is controlled to be possible.

On the other hand, the lock-up duty valve 128
Since the duty ratio of the lockup control pressure P _LU is 0, the lockup control pressure P _LU output from this is controlled to substantially zero, which is the pilot port 12 of the lockup control valve 126.
Since it is supplied to 6j as pilot pressure, spool 1
26s is moved to the right by the return spring 126t as shown in FIG. 4, and the torque converter control pressure P _T supplied from the torque converter relief valve 124.
Is supplied to the lockup oil chamber 12a via the input port 126b and the output port 126c, the working pressure is supplied to the fluid coupling 12 from the lockup oil chamber 12a side, and the oil pressure of the fluid coupling 12 is reduced to the relief valve 152. Is maintained at a constant pressure by.

Therefore, the pump impeller 12b of the fluid coupling 12 and the turbine runner 12c are controlled to be in a lockup released state in which they are connected via hydraulic oil. The hydraulic oil output from the fluid coupling 12 is the input port 12 of the lockup control valve 126.
It is output to the cooler 146 via 6d and the output port 126e.

Therefore, if the brake pedal is released in this state and the accelerator pedal is released or the pedal is lightly depressed to maintain the throttle opening TH less than the set value TH ₀ , the forward clutch 40 is slightly released. The rotational driving force of the engine 10 is transmitted to the drive pulley 1 via the fluid coupling 12, the forward clutch 40, and the pinion carrier 25 of the planetary gear mechanism 17.
6 is transmitted to the engine 1 by the fluid coupling 12
The vehicle can be made to creep at the maximum speed ratio C _MAX by absorbing the overload with respect to zero.

Further, in order to start the vehicle from the stopped state in which the D range is selected and the brake pedal is depressed, the depression of the brake pedal is released and, instead, the accelerator pedal is depressed greatly, whereby the throttle opening TH is reduced. When the value becomes larger than the set value TH _{0 and} the processing of FIG. 7 is executed, the routine proceeds from step 604 to step 606, the duty ratio of the clutch contact / separation control duty valve 129 is set to “0”, and then step 608. Then, the target pulse number P _D is set to the pulse number “0” representing the maximum speed ratio C _MAX as shown in FIG.

At this time, since the current pulse number P _A is “0”, P _A = P _D , and the step motor drive signal and the solenoid drive signal are directly output in steps 636 and S638. Therefore, the clutch control pressure P _CC output from the clutch contact / separation control duty valve 129 becomes zero, and the spool 14 of the forward clutch control valve 142 is
2m rises by the return spring 142n, shuts off the output port 142d and the drain port 142e, and makes the output port 142d and the input port 142b communicate with each other, increasing the clutch engagement pressure to the forward clutch 40, While controlling the forward clutch 40 to be completely engaged, the step motor 108
_Is maintained at the position of the maximum speed ratio C _MAX of the pulse number “0” shown in FIG.

In this way, the forward clutch 40 is in the engaged state.
The maximum gear ratio C _MAXStart the vehicle with
The throttle opening TH can be increased at this time.
7 in step 513 in the process of FIG.
Line pressure P set in a to S513c_LAlso engine
The maximum line pressure curve L of FIG._MAXUp
Maximum gear ratio C_MAXThe maximum pressure at the point corresponding to
Since this is supplied to the driven pulley cylinder chamber 32, the bell
A pressing force corresponding to the engine torque is applied to
Suppresses slippage between belt 24 and pulleys 16 and 26
And a good start can be performed.

Then, the vehicle starts, the vehicle speed V becomes V ≠ 0, and in the process of FIG. 7, the longitudinal acceleration X _G from the longitudinal acceleration sensor 410 is used to calculate the longitudinal acceleration from the control map shown in FIG. 11 in step 518. The lock-up on vehicle speed V _ON according to X _G is searched, and for example, when the longitudinal acceleration X _G is small, the lock-up on vehicle speed V _ON is set to a value close to the target lock-up on vehicle speed V α, and the longitudinal acceleration X _ON is set. _The larger _G becomes, the smaller the lock-up ON vehicle speed V _ON is set.

At this time, the lockup flag LUF = 0
Therefore, the routine proceeds from step 520 to step 522, and while the vehicle speed V is V <V _ON , the duty ratio of the lockup duty valve 128 is set to “0”, and the routine proceeds to step 601. After that, when the vehicle speed V reaches the set vehicle speed V ₀ shown in FIG. 12, when the processing of FIG. 7 is executed, the routine proceeds from step 602 to step 624, and since it is the D range, it proceeds to step 626, Vehicle speed V, engine speed N _E, and throttle opening TH
Based on the above, the pre-stored D range shift pattern is referred to, the target pulse number P _D of the step motor 108 representing the target shift ratio is determined, and shift control is started.

That is, when the target pulse number P _D is set to a value larger than “0”, the process proceeds from step 630 to step 632 and S634 in the process of FIG. 7, and the current pulse number P _A of the step motor 108 is set. "1"
The value incremented by only is updated and stored as a new current pulse number P _A , and then the process proceeds to step 636.
By outputting a step motor drive signal corresponding to the current pulse number P _A to the step motor 108, the step motor 108 is rotated counterclockwise by a predetermined step angle as viewed in FIG.

As a result, as shown in FIG. 13, the rod 1
82 moves upward, and the lever 178 moves the sensor shoe 1
The pin 183, which is a connection point with 64, is rotated counterclockwise to a position shown by a broken line, and the spool 106g of the shift control valve 106 connected to the lever 178 via the pin 181 moves upward. . Thereby, the input port 106a and the output port 10 of the shift control valve 106
6b is in a communication state, and the line pressure P _L supplied to the input port 106a is supplied to the drive pulley cylinder chamber 20. Therefore, the movable conical plate 22 is moved to the fixed conical plate 18 side and the V-shaped pulley groove interval is increased. Becomes smaller, which increases the contact position radius of the belt 24 with respect to the drive pulley 16 and correspondingly decreases the contact position radius with respect to the driven pulley 26, whereby the gear ratio gradually decreases.

On the other hand, the movement of the movable conical plate 22 causes the sensor shoe 164 to move downward, which causes the lever 178 to rotate counterclockwise about the pin 185 of the rod 182 as a fulcrum, whereby the spool of the shift control valve 106 is rotated. 106g descends, the output port 106b is gradually closed by the land 106e, and when the target gear ratio is met, the output port 106b is completely closed by the land 106e. Therefore, the drive pulley cylinder chamber 20 of the drive pulley 16 is closed. Pressure rise is stopped and the movable conical plate 22
Movement is stopped.

In this way, the V-belt type continuously variable transmission mechanism 29 is used.
When the gear ratio of No. becomes smaller, steps 513a-S in FIG.
Modifier duty valve 1 calculated by 513c
The duty ratio of 20 increases, and accordingly, the modifier pressure output from the output port 116a of the pressure modifier valve 116 increases and the pilot pressure supplied to the pilot port 102f of the line pressure regulating valve 102 increases. By the downward movement of the sensor shoe 164, the spring stop sliding rod 110i of the transmission specific pressure valve 110 is moved upward, whereby the return spring 1
The urging force of 10j is reduced, and the pilot pressure to the pilot port 102c of the line pressure regulating valve 102 output from the output port 110b is reduced accordingly, whereby the spool 102s of the line pressure regulating valve 102 moves right, As a result, the input port 102a and the land 10
The line area P _L decreases due to the increase in the opening area with respect to 2o, and the pressure in the driven pulley cylinder chamber 32 decreases, so that the belt clamping force is changed according to the gear ratio.

After that, when the vehicle speed V increases while maintaining the large throttle opening TH, and the vehicle speed V exceeds the lock-up on-vehicle speed V _ON calculated based on the vehicle speed V, as shown in FIG. The process proceeds from step 522 to step 524, and the first target value Nm ₁ is subtracted from the rotation speed deviation N _D between the engine rotation speed N _E and the turbine runner rotation speed N _t to calculate the rotation target value deviation e. Then, in step 526, the first feedback gain G corresponding to the rotation target value deviation e is calculated from the control map stored in advance.
₁ is searched, and then in step 528, the rotation speed deviation N
_It is determined whether _D is smaller than the control system switching threshold value N ₀ . When N _D ≧ N _O, it is determined that the rotation speed deviation is too large, and the routine proceeds to step 538, where the duty ratio for the lockup duty valve 128 is determined according to the rotation speed deviation e and the feedback gain G ₁ . Set to a value to perform feedback control. Therefore, when the solenoid drive signal is output to the lockup duty valve 128 in step 638, the output port 12
The lock-up control pressure P _LU output from 8b is gradually increased, which causes the lock-up control valve 1 to pass through the input ports 150a and 150b of the shift command valve 150.
Since it is supplied to the pilot port 126j of No. 26, the spool 126s thereof moves left against the return spring 126t, and the torque converter pressure P _T supplied to the lock-up oil chamber 12a is gradually reduced. , The amount of hydraulic oil output from the fluid coupling 12 to the cooler 146 is also reduced, and the lockup oil chamber 12
When the pressure of a decreases, the lockup state is gradually switched. When the rotation speed deviation N _D becomes smaller than the control system switching threshold N ₀ , step 5 in FIG.
From step 28 to step 530, feedforward control for adding the predetermined value α to the current lock-up duty ratio is performed. If this is less than 100%, step 534 is entered and the duty ratio is set to 100%. Then, in step 536, the lockup control flag L
After setting UF to "1", the process proceeds to step 601.

Therefore, the lock-up duty valve 1
Since the lockup control pressure P _LU output from 28 becomes a high pressure, the spool 12 of the lockup control valve 126
6s further moves to the left to connect the lockup oil chamber 12a to the drain port 126g, supply the torque converter pressure P _T directly to the fluid coupling 12, and further set the lubricating pressure P set by the relief ball 144 for lubrication.
_LB is supplied to the cooler 146 via the input port 126f and the output port 126e and cooled.

Therefore, the pressure in the lock-up oil chamber 12a becomes substantially zero, so that the pump impeller 12b and the turbine runner 12c are mechanically connected to each other to be in the lock-up state, and the vehicle continues to accelerate. Then, when the desired vehicle speed V is reached and the depression of the accelerator pedal is stopped, the throttle opening TH becomes a constant value and the engine speed also becomes constant, so the target pulse number P _D searched in step 626 is a constant value. Since this matches the current pulse number P _A , the process moves from step 630 to step 636 in the process of FIG. 7 and the current pulse number P _A is maintained, so the gear shifting operation is not performed and the constant speed running state is maintained. Maintained.

Then, it is assumed that the accelerator pedal is released from the constant speed running state to bring the engine into a braking state or the brake pedal is depressed to bring into a braking state. In this case, as the throttle opening TH decreases, the target pulse number P _D retrieved in step 626 is obtained.
Is reduced, which results in steps 630 through 6
20, the step motor drive signal of the step motor 108 is set in the downshift direction, and then, in step 622, the current pulse number P _A is decremented by “1”.

For this reason, the step motor 108 is moved to the position shown in FIG.
Is driven to rotate clockwise by the rod 182.
Is moved downward, the lever 178 rotates clockwise about the pin 183 of the sensor shoe 164 as a fulcrum, whereby the spool 106g of the shift control valve 106 is rotated.
Is lowered, the output port 106b and the drain port 106c are brought into communication with each other, and the hydraulic oil in the drive pulley cylinder chamber 20a is gradually returned to the tank 130 via the pressure holding valve 160. Therefore, the pressure in the drive pulley cylinder chamber 20a gradually decreases, the V-shaped pulley groove interval gradually increases, the contact position radius of the belt 24 with respect to the drive pulley 16 gradually decreases, and conversely, the driven pulley 26 As the contact position radius of the belt 24 with respect to is increased, the gear ratio C is increased, downshift is performed, and the vehicle is decelerated.

Then, when the vehicle speed V becomes _lower than the lockup off vehicle speed V _OFF while continuing the deceleration state, the routine proceeds from step 544 to step 540 in the processing of FIG.
The duty ratio for the lockup duty valve 128 is set to "0", and then the lockup control flag LUF is reset to "0" in step 542.
Therefore, the pressure at the pilot port 126j of the lock-up control valve 126 decreases, and the spool 12
6s instantaneously moves to the right and the torque converter pressure P _T is supplied to the lock-up oil chamber 12a, so that the lock-up state is immediately released and the drive state is restored via the fluid coupling 12. The gear ratio C of the machine 29 continues to increase, and when the vehicle speed V becomes less than the set vehicle speed V ₀ , the process proceeds from step 602 to step 604, and the throttle opening TH is smaller than the set value TH ₀ , so the process proceeds to step 610. If the current pulse number P _A is not “0”, that is, the maximum speed ratio C _MAX has not been reached, step 620 is executed.
In step 622, the step motor 108 is rotated in the downshift direction and the current pulse P _A is “0”.
Is reached, the process proceeds to step 612 and as described above,
The clutch pressure of the forward clutch 40 is reduced to return to a state in which creep running is possible.

While the deceleration state continues, the movable conical plate 22 of the drive pulley 16 moves upward, the sensor shoe 164 descends, and the output pressure of the transmission specific pressure valve 110 increases. As a result, the pilot pressure of the pilot port 102c of the line pressure regulating valve 102 increases, so that the line pressure decreases and the belt clamping force of the driven pulley 26 is adjusted to a value according to the shift position.

When the R range is selected with the shift lever, the input port 104a of the manual valve 104 and the R range port 104b are in communication with each other, and the clutch pressure P _C formed by the clutch relief valve 122 is used for the reverse drive. It is supplied to the pilot port 140g as a pilot pressure via the orifice 140f via the brake control valve 140, and is also supplied to the reverse brake 50 via the orifices 140b and 140c, whereby the reverse brake 50 operates, The drive shaft 14 rotates in the reverse direction, and the vehicle moves backward.

Also in this case, similarly to the above, each duty ratio is set based on the detection signal of each sensor. In this case,
Since it is the R range, in step 640, the shift pattern of the R range is searched, the target pulse number P _D is set, and the step motor 108 is driven. In step 630, the target pulse number P _D and the current pulse number P _A are set. If P _A <P _D , set in the upshift direction, and P _A <P _D
If it is, the downshift direction is set and the step motor 108 is driven.
Based on the longitudinal acceleration X _G read in step 7, the corresponding lockup vehicle speed V _ON is searched from the control map shown in FIG.
When the vehicle speed V reaches the lockup vehicle speed V _ON , lockup control is started.

When the anti-skid control is started during braking, the anti-skid control flag is set to "1", as described above, and the process moves from step 601 to step 601a in the process of FIG. hand,
Since the duty ratio of the exciting current to the electromagnetic solenoid of the clutch engagement / disengagement control duty valve 129 is set to 100%, when the solenoid drive signal is output to the clutch engagement / disengagement control duty valve 129 in step 636, the clutch engagement / disengagement control duty valve 129 is operated. The clutch control pressure P _CC output from the output port 129b of the separation control duty valve 129 becomes a high pressure and is supplied to the pilot port 142h of the forward movement clutch control valve 142.
42m descends against the return spring 142n,
As a result, the output port 142d and the drain port 14
2e is in communication with the forward clutch 4
It is possible to prevent the clutch pressure of 0 from decreasing and the load due to the fluctuation of the wheel speed acting on the engine 10.

When the shift lever is shifted from the D range to the N range after the vehicle is stopped from the running state, the spool 1 of the manual valve 104 is correspondingly moved.
04i moves downward in FIG. 4 to bring the D range port 104c into communication with the drain port 104f, but the input port 1 of the forward clutch control valve 142
Since the check valve 142o is inserted in the oil passage between the 42b and the D range port 104c, the hydraulic oil flowing out from the input port 142b of the forward clutch control valve 142 is passed through the orifice 142a to the D range port 104c.
And, it returns to the tank 130 via the drain port 104f, the clutch pressure of the forward clutch 40 is gradually reduced, and a shock at the time of shifting from the D range to the N range can be prevented.

Therefore, for example, if the vehicle is about to start on a flat road and starts at a low acceleration, for example, from FIG. 11, the lockup on-vehicle speed V _ON is close to the target lockup vehicle speed Vα. Since the vehicle speed is set and the vehicle starts at a high acceleration, the vehicle speed is set to a low speed. Therefore, on a flat road, the characteristic A is shown in FIG. 14, which shows the correspondence between the lockup ON vehicle speed V _ON and the throttle opening TH. As shown, as the throttle opening TH increases with respect to the target lock-up vehicle speed Vα, the lock-up on-vehicle speed V _ON is set smaller, and in the shift control device 300, the vehicle speed V reaches the lock-up on-vehicle speed V _ON . The lock-up control is started when this happens, so even if it takes time to reach the complete lock-up state by performing the smooth-on control, When the speed V reaches the target lockup vehicle speed Vα, the pump impeller 12b and the turbine runner 12c can be brought into the engaged state and brought into the lockup state.

For example, let's start the vehicle on a downhill.
And the longitudinal acceleration X as described above.
_GDepending on the lockup on vehicle speed V_ONIs set,
At this time, in order to drive downhill, the vehicle speed is increased according to the vehicle speed V.
In addition to speed, you get more acceleration by going downhill
Therefore, the longitudinal acceleration X is greater than the acceleration corresponding to the vehicle speed V. _G
Becomes larger, as shown in characteristic B of FIG.
Up-up vehicle speed V_ONIs set smaller, so
Ensures target lockup speed even when driving downhill
A complete lockup state can be achieved with Vα.

Similarly, for example, when the vehicle starts uphill,
If you are trying to
X_GDepending on the lockup on vehicle speed V_ONIs set
However, according to the vehicle speed V,
Longitudinal acceleration X rather than acceleration_GBecomes smaller, so
As shown in the characteristic C of FIG. 14, the lockup ON vehicle speed V
_ONIs larger than the characteristic A when traveling on a flat road.
Therefore, it is necessary to drive uphill and add
Speed X_GIs smaller than the acceleration calculated by the vehicle speed V
Even if there is no target lock-up vehicle speed Vα
It can be locked up.

By performing the smooth-on control, as the longitudinal acceleration X _G increases, it takes time until the lockup mechanism is completely engaged after the lockup control is started and the lockup mechanism is completely locked. However, the longitudinal acceleration X _G shown in FIG. 11 is applied.
In the control map showing the correspondence between the lockup on vehicle speed V _ON and the lockup on vehicle speed V _ON , the lockup on vehicle speed V _ON is set to a smaller value as the longitudinal acceleration X _G is larger, and the lockup control is started from a lower vehicle speed. When V reaches the target lockup vehicle speed Vα, the lockup state can be reliably achieved.

Further, at the target lockup vehicle speed Vα, surely
Since it can be locked up, for example,
Set the target lockup vehicle speed Vα to the lockup state.
Fuel economy by setting the lowest possible vehicle speed
Can be further improved. Also, the longitudinal acceleration sensor
The actual longitudinal acceleration X that acts on the vehicle detected by service 410
_GDepending on the lockup on vehicle speed V_ONTo set
Since, for example, the throttle opening TH and the vehicle speed are
Even if V is the same, for example, when driving downhill
Cage longitudinal acceleration X_GLockup on if is large
Vehicle speed V_ONIs set small and, on the contrary, is traveling uphill
Rear acceleration X_GIf is small, the lock-up on vehicle speed V
_ONIs designed to be large, so the road surface
Target lock-up vehicle speed Vα regardless of the running load of
It can actually be locked up.

In the above embodiment, the case in which the step motor 108 is applied has been described, but the present invention is not limited to this, and a DC motor or the like can be applied. Further, although the motor drive circuit is formed in the open loop in the above embodiment, the motor drive circuit may be formed in the closed loop. Further, in the above embodiment, the continuously variable transmission is controlled by the hydraulic control device, but the invention is not limited to this, and any working fluid can be applied as long as the fluid has a low compression rate.

Further, in the above embodiment, the case where the fluid coupling 12 is applied has been described. By applying the torque converter 11 configured by the stator 11d arranged between the turbine runner 11c and the turbine runner 11c, the torque converter 11 amplifies the driving force from the input shaft 10a and outputs the amplified driving force to the rotating shaft 13. It is possible to improve acceleration.

In the above embodiment, the correspondence between the longitudinal acceleration X _G and the lockup ON vehicle speed V _ON shown in FIG.
Although the case where the control map is stored in the ROM 314 in advance has been described, it may be calculated by, for example, arithmetic processing.

[0109]

As described above, in the lock-up type continuously variable transmission according to the first aspect of the invention, the lock-up on vehicle speed setting means determines the lock-up on-vehicle speed from the longitudinal acceleration detection value directly detected by the longitudinal acceleration detecting means. When the vehicle speed is set and the detected value of the vehicle speed detection means reaches the lockup-on vehicle speed set by the lockup-on vehicle speed setting means, the lockup control means starts the lockup control of the fluid transmission mechanism, thereby the running state of the vehicle. Since the lockup control is started in accordance with the above, the lockup state can be maintained at a constant vehicle speed regardless of the load on the traveling road surface and the like, so that fuel consumption can be improved.

Further, in the lock-up type continuously variable transmission according to the second aspect of the present invention, the lock-up on vehicle speed setting means locks up the lock-up on vehicle speed setting means from the longitudinal acceleration detection value directly detected by the longitudinal acceleration detection means as the longitudinal acceleration detection value increases. When the vehicle speed is set to be low and the detected value of the vehicle speed detection means reaches the set lock-up on vehicle speed, the lock-up control means starts lock-up control and gradually shifts to the lock-up state. It is possible to bring the vehicle into the lockup state at a constant vehicle speed regardless of the running load of the vehicle and the time required to shift to the lockup state, and it is possible to improve fuel efficiency.

Further, in the lock-up type continuously variable transmission according to claim 3, the lock-up ON vehicle speed setting means locks up as the longitudinal acceleration detection value increases from the longitudinal acceleration detection value directly detected by the longitudinal acceleration detection means. The on-vehicle speed is set to be low, and when the detected value of the vehicle speed detection means reaches the set lock-up on-vehicle speed, the lock-up control means starts lock-up control and the slip state detection means detects the input side of the fluid transmission mechanism. By gradually shifting to the lockup state according to the slip state between the output side and the output side, it is possible to make the lockup state at a constant vehicle speed regardless of the load on the traveling road surface or the transition time to the lockup state, Fuel efficiency can be improved.

Further, in the lock-up type continuously variable transmission according to claim 4, the vehicle speed setting means has a control map showing correspondence between the longitudinal acceleration and the lock-up on vehicle speed, and the longitudinal acceleration detecting means from the control map. The lockup-on vehicle speed corresponding to the detected value of is searched and set as the lockup-on vehicle speed, the lockup-on vehicle speed can be easily set, and the processing capacity can be improved.

[Brief description of drawings]

FIG. 1 is a basic configuration diagram showing a schematic configuration of a lock-up type continuously variable transmission according to the present invention.

FIG. 2 is a basic configuration diagram showing a schematic configuration of a lockup type continuously variable transmission according to the present invention.

FIG. 3 is a configuration diagram showing an example of a power transmission mechanism of a continuously variable transmission.

FIG. 4 is a configuration diagram showing an example of a hydraulic control device for a continuously variable transmission.

FIG. 5 is a block diagram showing an example of a shift control device for a continuously variable transmission.

FIG. 6 is an output characteristic diagram of a longitudinal acceleration sensor applicable to this embodiment.

FIG. 7 is a flowchart showing a processing procedure at the time of shift control processing.

FIG. 8 is a correspondence diagram showing a correspondence between a gear ratio and a step motor position.

FIG. 9 is a correspondence diagram showing the correspondence between engine speed and engine torque.

FIG. 10 is a correspondence diagram showing a correspondence between a gear ratio and a line pressure.

FIG. 11: Front-rear acceleration X _G and lock-up on vehicle speed V _ON
It is a control map showing correspondence with.

FIG. 12 is an explanatory diagram of a shift pattern.

FIG. 13 is an operation explanatory diagram of a shift operation mechanism and a shift control valve.

FIG. 14 is an explanatory diagram for explaining the operation of the present embodiment.

FIG. 15 is a configuration diagram showing a modification of the power transmission mechanism of the continuously variable transmission.

[Explanation of symbols]

 16 Drive Pulley 18 Fixed Conical Plate 20 Drive Pulley Cylinder Chamber 22 Movable Conical Plate 24 V Belt 26 Driven Pulley 29 Continuously Variable Transmission Mechanism 30 Fixed Conical Plate 32 Driven Pulley Cylinder Chamber 34 Movable Conical Plate 106 Shift Control Valve 108 Step Motor 112 Speed Change Operation Mechanism 300 Shift control device 301 Throttle opening sensor 302 Vehicle speed sensor 313 Central processing unit (CPU) 317 Motor drive circuit 410 Front-rear acceleration sensor

Claims (4)

[Claims] 1. A lock-up type continuously variable transmission in which a driving force of a driving source is transmitted to a continuously variable transmission through a fluid transmission mechanism having a lock-up function, before and after directly detecting a longitudinal acceleration of a vehicle. Acceleration detection means, lockup-on vehicle speed setting means for setting a lockup-on vehicle speed from detection values of the longitudinal acceleration detection means, vehicle speed detection means for detecting vehicle speed, and detection value of the vehicle speed detection means for lockup-on A lock-up type continuously variable transmission, comprising: lock-up control means for starting lock-up control of the fluid transmission mechanism when the lock-up on-vehicle speed set by the vehicle speed setting means is reached. 2. A lock-up type continuously variable transmission in which a driving force of a driving source is transmitted to a continuously variable transmission through a fluid transmission mechanism having a lock-up function, before and after directly detecting a longitudinal acceleration of a vehicle. The acceleration detecting means, the lockup-on vehicle speed setting means for setting the lockup-on vehicle speed to be smaller as the detected value becomes larger from the detected values of the longitudinal acceleration detecting means, the vehicle speed detecting means for detecting the vehicle speed, and the vehicle speed detecting means. Lockup control means for starting lockup control of the fluid transmission mechanism when the detected value reaches the lockup on vehicle speed set by the lockup on vehicle speed setting means, and gradually shifting to the lockup state. A unique lock-up type continuously variable transmission. 3. A lock-up type continuously variable transmission in which the driving force of a drive source is transmitted to a V-belt type continuously variable transmission through a fluid transmission mechanism having a lock-up function, and the longitudinal acceleration of the vehicle is directly measured. Longitudinal acceleration detecting means for detecting,
A lockup-on vehicle speed setting means for setting the lockup-on vehicle speed to be lower as the detection value of the longitudinal acceleration detection means becomes larger, a vehicle speed detecting means for detecting the vehicle speed, and an input side and an output side of the fluid transmission mechanism. And a slip state detecting means for detecting a slip state of the fluid transmission mechanism when the detected value of the vehicle speed detecting means reaches the lock-up on vehicle speed set by the lock-up on vehicle speed setting means. A lock-up type continuously variable transmission, comprising: lock-up control means that starts and gradually shifts to a lock-up state according to the detection state of the slippage state detection means. 4. The vehicle speed setting means has a control map showing correspondence between longitudinal acceleration and lock-up on vehicle speed, and searches the control map for a lock-up on vehicle speed corresponding to a detection value of the longitudinal acceleration detecting means. 2. The lockup-on vehicle speed is set as the lockup speed.
The lock-up type continuously variable transmission according to any one of 3 to 3.