JPH07317894A - Lockup type transmission - Google Patents

Abstract

PURPOSE:To suppress frequent lock-up ON and OFF control during running on a jammed traffic road by a method wherein when running on a jammed traffic road is detected by a jammed traffic road running detecting means, a lock-up set car speed is varied to a value higher than an ordinary lock-up set car speed. CONSTITUTION:Based on a car speed detecting value from a car speed detecting means and a preset lock-up set car speed, lock-up of control of a fluid transmission mechanism is effected by a lock-up control means. Further, it is detected by a jammed traffic road detecting means whether a vehicle is under jammed running. When running on a jammed traffic road is detected by the jammed traffic road running-detecting means, a lock-up set car speed is varied to a value higher than an ordinary lock-up set car speed by a set car speed varying means. This constitution remarkably reduces the frequency of lock-up ON control during running on a jammed traffic road, improves durability of the constituting part of the lock-up mechanism, and reliably prevents production of a feeling of a physical disorder owing to repetition of a lock-up state and a non- lock-up 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 lock-up type transmission which performs lock-up control when a set vehicle speed is reached.

[0002]

2. Description of the Related Art As a conventional lock-up type transmission, for example, Japanese Patent Laid-Open No. 56-124 previously proposed by the present applicant.
No. 758 (hereinafter referred to as "first conventional example") and Japanese Patent Laid-Open No.
There is one described in Japanese Patent Laid-Open No. 1-105353 (hereinafter referred to as a second conventional example). The first conventional example is an automatic transmission equipped with a torque converter with a direct coupling clutch capable of switching between a lockup state and a torque converter state depending on the presence or absence of a lockup signal, while detecting a shift position by a shift position determining means, and The vehicle speed sensor detects the vehicle speed, the load detection means compares the set position and the actual acceleration corresponding to the gear shift position and the vehicle speed to detect the running load, and the vehicle speed comparison means detects the vehicle speed signal of the vehicle speed sensor and each shift position. The lockup signal is issued when the vehicle speed signal exceeds the reference vehicle speed by comparing with the reference vehicle speed, and the reference vehicle speed of the vehicle speed comparing means is changed according to the signal of the load detecting means.

The second conventional example is a lock-up type continuously variable transmission in which the radius of contact between the belt and the pulley is changed and the pulley ratio is changed to change the input / output gear ratio. Is performed by a step motor. By controlling the rotation angle of the step motor, the width of the pulley groove formed between the movable pulley piece (movable conical member) and the fixed pulley piece (fixed conical member) is changed and controlled. However, at the same time, lockup control of the fluid transmission mechanism is performed. This lockup control controls the hydraulic pressure of the lockup oil chamber in the fluid transmission mechanism such as a fluid coupling when the vehicle speed becomes equal to or higher than the preset lockup vehicle speed, so that the pump impeller on the input side and the output side are controlled. The turbine runner is mechanically connected by a clutch to shift to the lockup state.Smooth ON control is performed to gradually shift to this lockup state, and lockup ON vehicle speed and lock The up / off vehicle speed is made different to have a hysteresis characteristic.

[0004]

However, in the lock-up type transmission of the first conventional example, a lock-up signal is issued when the vehicle speed exceeds a preset reference vehicle speed. By changing the lockup timing according to the running load to improve fuel efficiency and obtain the required acceleration, it is possible to change the lockup timing according to the running load. In this state, the reference vehicle speed is fixed to the flat reference vehicle speed, and if the vehicle speed rises and falls in the vicinity of the flat reference vehicle speed due to traffic congestion, lock-up on / off control is frequently performed. Therefore, there is an unsolved problem that the driver feels uncomfortable and the durability of the lockup mechanism deteriorates.

On the other hand, in the second conventional example, smooth on control is performed when the lockup state is set, and
It is possible to suppress the lock-up control by hunting during normal driving by making the lock-up on vehicle speed and the lock-up off vehicle speed different so as to have a hysteresis control characteristic, but the vehicle speed fluctuation on a congested road usually has a hysteresis characteristic. In many cases, the range is exceeded, and there is an unsolved problem that the frequency of lock-up on / off control during traveling on a congested road cannot be suppressed.

Therefore, the present invention has been made by paying attention to the unsolved problem of the above-mentioned conventional example, and suppresses frequent lock-up on / off control during traveling on a congested road and separates the traveling state on a congested road. An object of the present invention is to provide a lock-up type transmission that can perform detection with a simple configuration without providing detection means.

[0007]

In order to achieve the above object, a lock-up type transmission according to a first aspect of the present invention, as shown in the basic configuration diagram of FIG. In a lock-up type transmission that is transmitted to a transmission through a fluid transmission mechanism, a vehicle speed detecting means for detecting a vehicle speed, a vehicle speed detection value of the vehicle speed detecting means, and a lock-up setting vehicle speed set in advance. Lockup control means for lockup controlling the fluid transmission mechanism, traffic jam traveling detection means for detecting whether or not the vehicle is traveling on a congested road, and traveling on a congested road by the traffic jam traveling detection means. And a setting vehicle speed changing means for changing the lockup setting vehicle speed to a value higher than the normal lockup setting vehicle speed.

According to a second aspect of the present invention, in the lock-up type transmission device according to the first aspect, whether or not the traffic jam traveling detection means detects the lock-up control frequency of the lock-up control means and is traveling on a traffic jam. It is characterized in that it is configured to detect. Further, the lock-up type transmission according to claim 3 is the lock-up type transmission according to claim 2, wherein the traffic jam traveling detection means includes traveling distance detection means for detecting traveling distance,
The lock-up control means has a number-of-times counting means for counting the number of times of lock-up on, and it is characterized by detecting whether or not the vehicle is traveling on a congested road based on the number of times of lock-up on per unit traveling distance.

Furthermore, the lock-up type transmission according to claim 4 is the lock-up type transmission according to claim 2, wherein the traffic jam traveling detection means detects the traveling distance from the lock-up on state to the next lock-up on state. A distance detection means and a distance determination means for determining whether or not the traveled distance detection value of the traveled distance detection means is less than or equal to a preset value,
It is characterized in that whether or not the vehicle is traveling on a congested road is determined based on the traveling distance between the lockup ON controls.

Still further, in the lock-up type transmission device according to a fifth aspect of the present invention, in the first to fourth aspects, the lock-up setting vehicle speed has a hysteresis characteristic depending on the lock-up on setting vehicle speed and the lock-up off setting vehicle speed lower than the lock-up setting vehicle speed. The setting vehicle speed changing means is characterized by changing the lockup ON vehicle speed. The lock-up transmission according to claim 6 is characterized in that, in any one of claims 1 to 5, the transmission is a continuously variable transmission.

[0011]

In the lock-up transmission according to the first aspect of the present invention, the set vehicle speed changing means sets the lock-up setting vehicle speed to a value higher than the normal lock-up setting vehicle speed when the traffic jam traveling state detecting means detects the traffic jam traveling state. By changing it, the frequency of lock-up on during traffic congestion is reduced.

Further, in the lock-up type transmission according to the second aspect of the invention, since the traffic jam traveling detection means detects the lock-up control frequency, the traffic jam traveling condition occurs and the fluctuation of the vehicle speed exceeds the hysteresis characteristic. When the above procedure is repeated, it is possible to reliably detect traffic on a congested road, and accordingly reduce the lockup frequency during travel on a congested road. Further, in the lock-up type transmission according to claim 3, by counting the number of lock-up ONs until the traveling distance of the traveling distance detecting means reaches a certain distance by the number counting means,
When the number of lockup ONs per unit traveling distance is equal to or greater than the set value, it is determined that the vehicle is traveling on a congested road with a high lockup control frequency.

Further, in the lock-up type transmission according to claim 4, the traveling distance detecting means detects the traveling distance from the lock-up on time to the next lock-up on time, and this traveling distance is equal to or more than a set value. When it is, it is determined that the vehicle is traveling on a congested road with a high lockup control frequency.
Still further, in the lock-up type transmission according to claim 5, when the lock-up set vehicle speed has a hysteresis characteristic, the lock-up ON set vehicle speed is increased when the traffic jam traveling detection means detects a traffic jam. The change reduces the lockup frequency.

Further, in the lock-up type transmission according to the sixth aspect, by applying the continuously variable transmission as the transmission, it becomes possible to set the lock-up setting vehicle speed at the time of normal traveling to a low value, and the fuel consumption is improved. The lock-up frequency for driving on congested roads is reduced while improving

[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.
The turbine liner 12c on the output side and the turbine liner 12c on the output side can be mechanically connected or disconnected by a lock-up clutch 12d formed therebetween.

An output side of the fluid coupling 12 is connected to a rotary shaft 13, which is connected to a forward / reverse switching mechanism 15 and the forward / backward switching mechanism 15 is connected.
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, a pinion carrier 25 having 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 always the rotating shaft 13.
Is connected so as to rotate together with. The pinion carrier 25 can be connected to the rotary shaft 13 by a forward clutch 40. Further, the internal gear 27 can be fixed to the stationary portion by the reverse brake 50. The pinion carrier 25 is connected to the drive shaft 14 arranged on the outer periphery of the rotary shaft 13, and the drive pulley 14 is attached to the drive shaft 14.
6 is provided.

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 form a V-belt type continuously variable transmission 29. The drive gear 4 is attached to the driven shaft 28.
6 is fixed, and the drive gear 46 is the idler shaft 5
It meshes with the idler gear 48 on the upper part 2. Idler shaft 5
The pinion gear 54 provided in 2 is the final gear 44.
Always meshes with. 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. 3, 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. 3, since the output port 106b is blocked by the land 106e, the line pressure supply to the drive pulley cylinder chamber 20 is in a cutoff state. Then, the spool 106g moves upward in FIG. 3 to bring the input port 106a and the output port 106b into communication with each other, and a predetermined line pressure is supplied to the drive pulley cylinder chamber 20 to increase the pressure. Drive pulley 1
The width of the V-shaped pulley groove of 6 becomes smaller, while the width of the V-shaped pulley groove of the driven pulley 26 becomes larger. 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 becomes smaller. On the contrary, when the spool 106g is moved downward in FIG. 3, 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 a 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. To the sensor shoe 164 that moves in accordance with the axial movement of the movable conical plate 22.
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 speed change 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. 3 to increase the V-shaped pulley groove interval of the drive pulley 16, and at the same time, the V-shaped pulley groove interval of the driven pulley 26 accordingly. 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. 3 with the movement of the movable conical plate 22, the other end of the lever 178 this time. 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.
By moving the spool 106g of FIG. 3 upward in FIG. 3, 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. 3 with the movement of the movable conical plate 22 in the drive pulley 16, so that the spool 106g of the speed change control valve 106 is pulled back downward, and the drive pulley 16 and the driven pulley 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.

Then, the step motor 108, the modifier duty valve 120, the lockup duty valve 128, and the clutch contact / separation control duty valve 1 are used.
29 is controlled by the shift control device 300. As shown in FIG. 4, the shift control device 300 includes an engine rotation speed sensor 301, a vehicle speed sensor 302 as a vehicle speed detecting means, a throttle opening sensor 303, a shift position switch 304, a turbine rotation speed sensor 305, an engine cooling water temperature. Electric signals are input from the sensor 306, the brake sensor 307, and a travel distance sensor 410 serving as travel distance detection 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 29. Throttle opening sensor 30
Reference numeral 3 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 300 determines the warm-up state of the engine based on the engine water temperature and corrects the clutch current when starting. Further, the brake sensor 307 detects whether or not the brake of the vehicle is being used. Further, the traveling distance sensor 410 integrates and measures the traveling distance based on the rotation speed of the output shaft of the continuously variable transmission 29.

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.

The central processing unit 313 performs the processing shown in FIGS. 5 and 6 based on the data from each sensor or the like input via the input interface 311 and outputs predetermined data via the output interface 316 to the motor drive circuit. 317,
Output to the electromagnetic solenoids of the duty valves 120, 128 and 129. Then, the motor drive circuit 317 forms a drive signal for driving the step motor 108 based on the data from the shift control device 300, and outputs this.

FIG. 5 is a flow chart showing the reference calculation process of the gear ratio control of the continuously variable transmission 29 in the gear shift control device 300. The reference calculation process of the gear ratio control is executed by a timer interrupt every predetermined time (ΔT). First, the shift position from the shift position switch 304 is read in step 502, and then the shift position detected by the shift position switch 304 in step 504. It is determined whether or not the position is in the D, L, R range, which is the running range. If it is determined that the position is in the D, L, R range, the process proceeds to step 508, and if not, that is, P, N. If it is the range, the process proceeds to step 506,
In step 506, the duty ratio of the exciting current to the electromagnetic solenoid of the lockup duty valve 128 is set to “0”, and then the process proceeds to step 630 described later.

In step 508, the throttle opening TH is calculated based on the signal from the throttle opening sensor 303, and then in step 510, the vehicle speed sensor 3 is detected.
The vehicle speed V detected in 02 is read. Then step 512
Then, the engine rotation speed N _E is read from the engine rotation speed sensor 301, and the process 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, a map showing the relationship between the engine rotational speed N _E and the engine torque T _{E using the} throttle opening TH shown in FIG. 9 as a parameter based on the throttle opening TH and the engine rotational speed N _E. To calculate the engine torque T _E , and then 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 /
cm ² ] and the gear ratio C is maximum, for example, C = 2.503, the maximum line pressure L _MAX = 8 [kg / cm ² ], the minimum line pressure L _MIN = 5.5 [kg / cm ² ]]

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 518. Next, at step 517, based on the throttle opening TH read at step 508 and the vehicle speed V read at step 510, the normal lockup-on vehicle speed V is stored according to the control map shown in FIG. Search for _ONU and drop-up off vehicle speed V _OFF .

Next, at step 518, the lockup-on vehicle speed correction value Δ stored in the random access memory 315 is added to the retrieved normal lockup-on vehicle speed V _ONU.
The value obtained by adding V is updated and stored as the lockup ON vehicle speed V _ON , and then the process proceeds to step 520. Step 52
At 0, it is determined whether the lockup flag is set to LUF = 1, and the lockup flag is set to LUF = 1.
If set to L, the process proceeds to step 544 and L
If UF = 1 is not set, the process proceeds to step 522.

Then, in step 544, the lock-up off vehicle speed V _OFF updated and stored in the predetermined storage area of the random access memory 315 is read to determine whether or not the vehicle speed V is lower than the lock-up off vehicle speed V _OFF . V <
If V _OFF , the process proceeds to step 540, and if not, that is, V ≧ V _OFF , step 546.
Move to.

In step 522, it is determined whether the vehicle speed V is higher than the lockup-on vehicle speed V _ON updated and stored in the predetermined storage area of the random access memory 315 in the lockup-on vehicle speed calculation process of FIG. If V> V _ON, it is determined that the lock-up on control needs to be started, and the process proceeds to step 524.
If not, that is, if V ≦ V _ON, it is determined that the lock-up off state is to be continued, and the step 54 is executed.
Move to 0.

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, the preset predetermined minute 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 lock-up 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. In step 534, the current duty ratio of the lock-up duty valve 128 is corrected to 100%, and in step 536, the lock-up flag LUF is set to "1" indicating that the lock-up state has been completely changed to the lock-up state.
Then, in step 537, the timer is started and the timer flag is set to T = 1, and then the process proceeds to step 601.

On the other hand, in the step 538, the current duty ratio is calculated based on an arithmetic expression having the rotation target value deviation e and the first feedback gain G ₁ as 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" indicating the lock-up off state, 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.

When the anti-skid control is not in progress, the process directly proceeds to step 602, but when the anti-skid control is in progress, the process proceeds to step 601a and the exciting current to the electromagnetic solenoid of the clutch contact / separation control duty valve 129 is increased. The duty ratio of 100%
Is set and the process proceeds to step 602. This step 6
In 02, the vehicle speed V is set to a preset gear ratio control start threshold value V ₀ (for example, set to 2 to 3 km / h, V _ON and V _ON
The value is smaller than _OFF . ) Is determined, and if it is determined that V <V _0, it is determined that the creep control is necessary, and the process proceeds to step 604. If not, that is, when V ≧ V ₀ , the shift is performed. If it is determined that control is necessary, 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, steps 517 to 54
Reference numeral 6 corresponds to lockup control means. In addition to the reference calculation process of FIG.
The lockup vehicle speed calculation processing shown in is executed. In this lock-up vehicle speed calculation processing, first in step 701, initialization is performed to set both the lock-up number N _L and the travel distance L of the lock-up number storage area and the distance counter area formed in the random access memory 315 to “0”. And the normal lockup-on vehicle speed V _ONU set in advance is stored in the lockup-on vehicle speed storage area formed in the random access memory 315.

Then, the process proceeds to step 702, where the lockup flag LUF is set in the reference calculation process of FIG.
Is switched from "0" to "1", and when the lockup flag LUF is switched to "1",
In step 703, the current lockup count N _L stored in the lockup count storage area is set to “1”.
A new lock-up count N
_After updating and storing as _L , the process proceeds to step 704, and when the lockup flag LUF maintains the state of "0" and "1" or when the state is switched from "1" to "0", the process directly proceeds to step 704. .

In this step 704, the number of lockups N _L is a preset number of times N _S (for example, N _S = 3).
It is determined whether or not This determination is to determine whether or not the vehicle is in a congested road traveling state in which lock-up control frequency is high while traveling a unit traveling distance, for example, 1 km. When N _L > N _S , the congested road traveling state is determined. When the lockup-on vehicle speed correction value ΔV updated and stored in the random access memory 315 is set to a predetermined value α (for example, α =
5 km / h), and then proceeds to step 706 to read the travel distance L of the travel distance sensor 410, and subtract the reference travel distance L ₀ updated and stored in the random access memory 315 from this travel distance L. Thus, the traveling distance L _P1 from the first lockup ON state is calculated.

Then, the routine proceeds to step 707, where the traveling distance L _P1 is the preset traveling distance L _S1 (for example, L _S1
= 100 km), and when L _P1 <L _S1 , it waits until L _P1 ≧ L _S1 and L _P1 ≧ L _S1
When it becomes, it is judged that the vehicle has exited the congested road and the process returns to step 701. On the other hand, the step 7
When the determination result of 04 is N _L ≦ N _S, it is determined that the vehicle is not in the congested road running state, the process proceeds to step 709, and the flag F representing the previous lockup state is set to “1”. It is determined whether or not F =
When it is “0”, the process proceeds to step 710, the current traveling distance L of the traveling distance sensor 410 is read, and this is set as the reference traveling distance L ₀ , and the random access memory 315 is set.
Is updated and stored in a predetermined storage area, and then the process proceeds to step 711 and the flag F is set to "1", and then step S
Then, the determination result of step 709 is F =
When it is “1”, the process directly goes to step 712.

In step 712, the current mileage sensor
The mileage L of the service 410 is read, and from this mileage L
Standards updated and stored in the random access memory 315
Mileage L₀The first lock-up by subtracting
Distance L from Puon state _P2To calculate. Then,
Move to step 713, and travel distance L_P2Was set in advance
Set mileage L_S2(Eg L_S2= 1km)
Judge whether or not L_P2≧ L_S2, Then step 71
4, the number of lockups N_LIs cleared to "0"
And reset the flag F to “0”,
Return to step 702, L_P2<L_S2When
Then, the process returns to step 702.

In the processing of FIG. 6, step 701.
To 704 and 709 to 714 are traffic jam road detection means
The processing of steps 702 and 703 is
The count-up means that counts the number of turn-on
The processing of steps 709 to 714 correspond to the traveling distance detecting means, respectively.
To do. In this embodiment, the R range phase of step 640 is used.
Checked in steps 626 and 628 excluding this shift pattern search
The shift pattern searched for is a shift pattern as shown in FIG.
Consider that the gear ratio of the continuously variable transmission is set according to
Good. That is, the speed ratio in each speed change pattern is the vehicle speed V
And on the control map with the throttle opening TH as a variable,
It is set uniquely by searching according to those variables. This
11, the vehicle speed V is the horizontal axis and the engine rotation speed Ne is the vertical axis.
Shift pattern with shaft and throttle opening TH as parameters
Assuming that it is a comprehensive control map of
A constant straight line can be considered as a constant gear ratio.
For example, the straight line with the largest inclination in all areas of the shift pattern
The line shows the largest reduction ratio of the entire vehicle, that is, the maximum gear ratio.
C _HiOn the contrary, the straight line with the smallest inclination is
The reduction ratio is the smallest, that is, the minimum gear ratio C in the D range_DLOso
You can think of it. Therefore, specifically, the L range
The speed change pattern is independent of the vehicle speed V and the throttle opening TH.
Without the maximum gear ratio C _HiIs fixed to the D range shift
The pattern is the maximum gear ratio C_HiAnd D range minimum gear ratio C
_DLOBetween the vehicle speed V and the throttle opening TH
And a control curve consisting of a temporal trajectory of the gear ratio
Become.

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 29
However, in FIG. 3, it is assumed that the V-belt 24 is in the gear shift position of the maximum gear ratio C _MAX in which the radius of the contact position on the drive pulley 16 side is the minimum and the radius of the contact position on the driven pulley 26 side is the maximum.

When the ignition switch is turned on and the engine is started in the idling state from this parking 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, when the ignition switch is turned on, the central processing unit 313 initializes and resets the lockup flag LUF to "0" and sets the target pulse number P _D to "0". Then, the processing of FIGS. 5 and 6 is executed. At this time, since the P range is selected by the shift lever, the routine proceeds from step 504 to step 506, and the lockup duty valve 1
Step 6 after setting the duty ratio of 28 to "0"
If the current pulse number P _A matches the target pulse number P _D (= 0) at this time, a step motor drive signal for maintaining the step motor 108 in a stopped state is output (step 636), and then the solenoid drive signal of duty ratio “0” is applied to each duty valve 12
It outputs to 0, 128 and 129.

Therefore, the modifier duty valve 1
The duty ratio of 20 is maintained at zero, the modifier pressure P _M output from the output port 120b thereof becomes zero, and this is input to the pilot port 116b of the pressure modifier valve 116. Input port 116d of valve 116
Also, since the output port 116a is in the cutoff state and the output port 116a and the drain port 116c are in the communication state, the pilot port 102 of the line pressure regulating valve 102.
The pilot pressure of f 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 at this time, the V-shaped pulley groove interval of the drive pulley 16 is widened. Accordingly, the sensor shoe 164 moves upward as viewed in FIG. 3, 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 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 by 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. 5 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 by 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 clutch 40 via the control valve 142 and the orifice 142c, the forward clutch 40 is gradually increased to be in the engaged state. However, in the process of FIG. 5, 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 point, the anti-skid control is not being performed, so the routine proceeds to step 602, where the vehicle speed V is stopped and 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.

Therefore, the clutch control pressure P _CC output from the output port 129b of the clutch engagement / disengagement control duty valve 129 is supplied to the pilot ports of the reverse brake control valve 140 and the forward clutch control valve 142. The spools 140m and 142m of the reverse brake control valve 140 and the forward clutch control valve 142 are lowered against the return springs 140n and 142n, and the forward clutch control valve 142 has the output port 14
2d and the drain port 142e are brought into communication with each other, and the clutch engagement pressure for the forward clutch 40 is changed to the urging force of the return spring 142n and the pilot port 1.
The pressure is reduced to a pressure that balances the thrust of the pilot pressure of 42h to control the creep running.

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. 3, 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 release 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 keep the throttle opening TH less than the set value TH ₀ , the forward clutch 40 is slightly released. The rotational drive 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 where 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. 5 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 1 of the forward clutch control valve 142 is
42m is raised by the return spring 142n,
The output port 142d and the drain port 142e are shut off, and the output port 142d and the input port 142b are connected to each other, and the clutch engagement pressure for the forward clutch 40 is increased to completely engage the forward clutch 40. And 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 engagement state.
The maximum gear ratio C _MAXStart the vehicle with
The throttle opening TH can be increased at this time.
As a result, 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 and the vehicle speed V becomes V ≠ 0, and in the processing of FIG. 5, the normal lockup-on vehicle speed is calculated in step 517 from the control map shown in FIG. 7 based on the throttle opening TH and the vehicle speed V. V _ONU is searched for, and the lockup vehicle speed correction value ΔV is added to the normal lockup ON vehicle speed V _ONU searched in step 518 to obtain the lockup ON vehicle speed V.
_{Although ON} is calculated, at this time, the lockup control has not been started yet, so the lockup on vehicle speed correction value ΔV is set to “0” as described later by the processing of FIG. 6, and the normal lockup on vehicle speed is set. V _ONU is directly adopted as the lock-up ON vehicle speed V _ON .

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. 7, when the processing of FIG. 5 is executed, the routine proceeds from step 602 to step 624, and since it is the D range, the routine proceeds to step 626, where 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 step S634 in the process of FIG. 5, and the current pulse number P _A of the step motor 108 is changed. "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. 12, 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 with the pin 185 of the rod 182 as a fulcrum, thereby spooling the shift control valve 106. 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.

As described above, the V-belt type continuously variable transmission mechanism 29
When the gear ratio of is reduced, steps 513a-5 of FIG.
Modifier duty valve 12 calculated by 13c
The duty ratio of 0 becomes large, and the pressure
From the output port 116a of the engine modifier valve 116
The output modifier pressure increases and the line pressure is adjusted.
Pi that supplies to the pilot port 102f of the pressure valve 102
As the lot pressure increases, under the sensor shoe 164.
The spring stop sliding rod 1 of the transmission specific pressure valve 110
10i moves upward, which causes the return spring 11
The urging force of 0j decreases, and output port 1
Pilot of the line pressure regulating valve 102 output from 10b
Reduced pilot pressure to the port 102c
As a result, the spool 102s of the line pressure regulating valve 102 moves to the right.
The input port 102a and the land 102
Owing to the large opening area between the
P _LAnd the pressure in the driven pulley cylinder chamber 32 drops.
Change the belt clamping force according to the gear ratio.
Be done.

After that, when the throttle opening TH is large
The vehicle speed V increases while maintaining the
And the normal lockup offset calculated based on the throttle opening.
Vehicle speed V_ONWhen the state exceeds the
From step 522 to step 524, the engine
Rotation speed N_EAnd turbine runner rotation speed N_tRotation with
Speed deviation N_DTo the first target value Nm₁Reduce the rotation target
The value deviation e is calculated and then stored in step 526 in advance.
From the control map according to the rotation target value deviation e
Feedback gain G₁Search, then step 52
8 the rotation speed deviation N_DIs the control system switching threshold N₀than
Determine if it is small. At this time, N _D≧ N_OIs
If the rotation speed deviation is too large,
Up 538, the lock-up duty valve 1
The duty ratio for 28 is the rotation speed deviation e and
Feedback gain G₁Set the value according to the
Control.

Therefore, when the solenoid drive signal is output to the lock-up duty valve 128 in step 638, the lock-up control pressure P _LU output from the output port 128b of the lock-up duty valve 128 gradually increases. Input ports 150a and 150b of the command valve 150
Is supplied to the pilot port 126j of the lock-up control valve 126 through, 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 increased. The amount of hydraulic oil output from the fluid coupling 12 to the cooler 146 is also reduced, and the pressure in the lock-up oil chamber 12a decreases, whereby the lock-up state is gradually switched.

When the rotation speed deviation N _D becomes smaller than the control system switching threshold value N _{0, the} process proceeds from step 528 to step 530 in FIG. 5, and the feedforward control for adding the predetermined value α to the current lockup duty ratio. And if this is less than 100%, step 53
4, the duty ratio is set to 100%, the lock-up control flag LUF is set to "1" in step 536, and then 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.

In response to this, 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 in a 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. And this and the current pulse number P
_{Since A} matches, step 63 in the processing of FIG.
Since the current pulse number P _A is maintained by shifting from 0 to step 636, the gear shifting operation is not performed and the constant speed traveling state is maintained.

When the vehicle is traveling on a congested road from the constant speed traveling state, the accelerator pedal is released and the engine is brought 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 searched in step 626 decreases, which causes the process to move from step 630 to step 620, and the step motor drive signal of the step motor 108 is changed. The downshift direction is set, 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.

When the vehicle speed V becomes less 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.

At this time, since the lockup-on vehicle speed setting process of FIG. 6 is being executed, the vehicle starts running and the vehicle speed V first reaches the lockup-on vehicle speed V _ON .
When the lock-up state is completely set and the lock-up flag LUF is set to "1" after the smooth-on control is performed in the process of No. 7, the process of FIG. Number of times N _L is “1”
However, since N _L <N _{S in} step 704, the process moves to step 709. At this time, since the flag F is maintained in the reset state in the initial state, step 710
In step 711, the current traveling distance L is read, the reference distance L ₀ is updated and stored, and the flag F is set to "1".

However, when the vehicle is traveling on a normal road that is not a traffic jam road, the vehicle speed V decreases by stopping or parking with a stop signal, but the frequency is low, so
Before the lockup number N _L reaches the set number N _S , the traveling distance L _P2 calculated in step 712 is set to the set distance L _S2.
And the lock-up number N _L and the flag F are reset to “0”, the lock-up ON vehicle speed correction value ΔV is “0”. The state is maintained, and in the shift control process of FIG. 5, the lockup control is performed based on the normal lockup ON vehicle speed V _ON .

However, when the vehicle travels on a congested road as described above, the lockup number N _L becomes the set number N _S before the set distance L _S2 is reached by repeating the acceleration state and the deceleration state in a short time. As a result, the process proceeds from step 704 to step 705, and the lockup-on vehicle speed correction value ΔV is set to the predetermined value α. Therefore, when the processing of FIG.
In order to value obtained by adding the lockup ON vehicle speed correction value ΔV predetermined value α to the normal lock-up on the vehicle speed V _ON is updated and stored as a lock-up on the vehicle speed V _ON, the lock-up on control of subsequent steps 522 to 534 Since the lockup-on vehicle speed V _ON becomes high, the frequency of the lockup-on state is reduced.

Moreover, only the lock-up ON vehicle speed V _ON is increased during traveling on a congested road, and the lock-up OFF vehicle speed V _ON is increased.
_{Since OFF} is maintained at the normal value, the vehicle speed V
When There a transition to the lock-up on state is temporarily high, the lock-up on state is that the vehicle speed V is relatively long maintained until following the lock-up off vehicle speed V _OFF, improve fuel economy be able to.

The high state of the lock-up on vehicle speed V _ON continues until the traveling distance L _P2 reaches the set distance L _S2 , and when the set distance L _S2 is reached, the lock-up on vehicle speed V _ON is normally locked. The up-on vehicle speed V _ONU is restored. In this way, the lock-up on vehicle speed V _ON is set to a value higher than the normal lock-up on vehicle speed V _ONU during traveling on a congested road, so even if there is a large change in the vehicle speed V due to traveling on a congested road. Since the frequency of control is reduced, the durability of lockup components such as the lockup clutch 12d can be improved, and the driver feels uncomfortable because the lockup state and the non-lockup state are repeated. This can be reliably prevented.

Further, while the vehicle is stopped, the R
When the range is selected, the input port 104a of the manual valve 104 and the R range port 104b are in a communication state, and the clutch pressure P _C formed by the clutch relief valve 122 passes through the reverse brake control valve 140 and the orifice 140f. Is supplied to the pilot port 140g as a pilot pressure via the
It is supplied to the reverse brake 50 via b, 140c,
As a result, the reverse brake 50 is activated and the drive shaft 1
4 reversely rotates 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
In this case, the down motor is set in the downshift direction, and the step motor 108 is driven. In this case, however, the lockup ON state is less frequently generated. _When the vehicle speed V reaches _ONU , the 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, so that the process proceeds 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.
When 04i moves downward in FIG. 3, the D range port 104c communicates 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.

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 may 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-described 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.

In the above embodiment, the case where the fluid coupling 12 is applied has been described. However, the present invention is not limited to this. By applying a torque converter composed of a stator disposed between the turbine runner and the turbine runner, the driving force from the input shaft 10a is amplified and output to the rotating shaft 13, thereby enhancing the acceleration performance. Is possible.

Further, in the above embodiment, the lockup number N _L per unit distance is calculated in the lockup-on vehicle speed setting process of FIG. 6, and this lockup number N _L becomes equal to or greater than the set number N _S. At this time, the case where it is determined that the vehicle is traveling in a congested road has been described, but the present invention is not limited to this, and the lockup flag LU is first
When the traveling distance from when F is set to "1" to when the lockup flag LUF is set to "1" is equal to or greater than a preset set distance, it is determined that the vehicle is in a traffic jam traveling state. You may do it.

Further, in the above embodiment, the number of lockups per unit distance or the lockup flag L is set.
The case where the traveling state of the congested road is determined based on the traveling distance until the UF is set to “1” has been described, but the present invention is not limited to this, and the number of lockups per unit time or the lockup is performed. It may be possible to determine whether or not the vehicle is in a congested road traveling state by the traveling time until the up flag LUF is set to "1". The congested road traveling is detected by determining another traveling pattern or the like. Congested road running detection means may be provided.

Furthermore, in the above embodiment, the case where the present invention is applied to the V-belt type continuously variable transmission has been described, but the present invention is not limited to this, and the continuously variable transmission and lock having other types of lock-up mechanisms are also described. The present invention can be applied to an automatic transmission having an up mechanism. In this case, when the present invention is applied to the automatic transmission, the lock-up on vehicle speed is set for each shift position, so only the first speed or the second speed lock-up on vehicle speed used during traffic congestion is set. It should be changed when driving on a congested road.

Furthermore, in the above embodiment, congestion
When the road traveling state is detected, the predetermined traveling distance L_S1Reach
High lock-up on vehicle speed V_ONIf you keep
However, it is not limited to this, but it is not
Up-on vehicle speed V_ONLockup control frequency
When the degree does not decrease, the lockup is turned on again V _ON
Can be configured to
Reduces the frequency of lockup control when driving on congested roads
There is an advantage that can be.

Further, the unit traveling distances L _S1 and L _S2 and the lock-up setting number N _S are not limited to those in the above embodiment, and can be set to arbitrary values. Further, the vehicle speed sensor 302
The travel distance sensor 410 is not limited to the configuration of the above embodiment, and the vehicle speed and the travel distance may be calculated from the rotation speed of the wheel. The number may be detected, and the vehicle speed and the traveling distance may be calculated based on the detected number.

[0123]

As described above, according to the lock-up transmission of the first aspect, the vehicle speed detecting means for detecting the vehicle speed, the vehicle speed detection value of the vehicle speed detecting means, and the preset lock-up vehicle speed. Lockup control means for locking up the fluid transmission mechanism on the basis of, and traffic jam traveling detection means for detecting whether or not the vehicle is traveling on a traffic jam,
Since the configuration is provided with setting vehicle speed changing means for changing the lockup setting vehicle speed to a value higher than the normal lockup setting vehicle speed when the traffic jam traveling detection means detects travel on a traffic jam road, When the vehicle detects traffic on a congested road, the set vehicle speed changing means can change the lockup setting vehicle speed to a value higher than the normal lockup setting vehicle speed. It is possible to significantly reduce the durability of the components of the lockup mechanism, and it is possible to surely prevent the driver from feeling uncomfortable due to repeated lockup and non-lockup states. The effect is obtained.

According to the lock-up transmission of the second aspect, the traffic jam traveling detection means detects the lock-up control frequency of the lock-up control means to detect whether or not the traffic jam is traveling. Since it is configured to do so, it is not necessary to separately provide a special traffic jam running detection means such as a driving place turn determination means for detecting traffic jam running, and it is necessary to drastically change the software and hardware of the conventional vehicle type. The effect that it can be easily applied is obtained.

Further, according to the lock-up type transmission of the third aspect, the congested road travel detecting means counts the travel distance detecting means for detecting the travel distance and the number of lock-up ON times of the lock-up control means. Since it has a number-of-times counting unit and determines whether or not the vehicle is in a traffic jam on the basis of the number of lock-up on per unit mileage, it is only necessary to determine the number of lock-up on per unit mileage. Thus, the effect that the traveling state of the congested road can be easily determined is obtained.

Further, according to the lock-up type transmission of the fourth aspect, the traffic jam traveling detection means detects the traveling distance from the lock-up on state to the next lock-up on state. And a distance determining means for determining whether or not the traveling distance detection value of the traveling distance detecting means is less than or equal to a preset set value, and the vehicle is in a congested road traveling state at a traveling distance between the lockup ON controls. Since it is determined whether or not it is, it is possible to easily determine the traveling state on a congested road simply by determining the traveling distance between the lockup ON controls.

Further, according to the lock-up type transmission of the fifth aspect, the lock-up setting vehicle speed has a hysteresis characteristic of the lock-up ON setting vehicle speed and the lock-up OFF setting vehicle speed lower than the lock-up setting vehicle speed, and the setting is performed. Since the vehicle speed changing means is configured to change the lockup on vehicle speed, when the vehicle is in a traffic jam road state, when it shifts to the lockup on state, the lockup on state can be continued for a long time, An effect that fuel efficiency can be improved is obtained.

According to the lock-up type transmission of the sixth aspect, since the transmission is a continuously variable transmission, the lock-up ON vehicle speed during normal running is lower than that of the automatic transmission. Since it can be set, the effect of improving fuel efficiency can be obtained.

[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 configuration diagram showing an example of a power transmission mechanism of a continuously variable transmission to which the present invention can be applied.

FIG. 3 is a configuration diagram showing an example of a hydraulic control device for a continuously variable transmission.

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

FIG. 5 is a flowchart showing an example of a processing procedure of a shift control processing applicable to the present embodiment.

FIG. 6 is a flowchart showing an example of a processing procedure of lockup vehicle speed setting processing.

FIG. 7 is an explanatory diagram showing a lockup vehicle speed calculation control map in which vehicle speed and throttle opening are associated with each other.

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 is an explanatory diagram of a shift pattern.

FIG. 12 is an operation explanatory diagram of a shift operation mechanism and a shift control valve.

[Explanation of symbols]

 12 fluid coupling 12d lock-up clutch 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 speed change Control valve 108 Step motor 112 Shift operation mechanism 300 Shift control device 301 Throttle opening sensor 302 Vehicle speed sensor 313 Central processing unit (CPU) 317 Motor drive circuit 410 Travel distance sensor

Claims (6)

[Claims] 1. A lockup type transmission in which a driving force of a drive source is transmitted to a transmission through a fluid transmission mechanism having a lockup function, and a vehicle speed detecting means for detecting a vehicle speed and the vehicle speed detecting means. Lockup control means for locking up the fluid transmission mechanism based on a vehicle speed detection value and a preset lockup setting vehicle speed, and a traffic jam traveling detection means for detecting whether or not the traffic jam is traveling, A lock-up type gear shift device, comprising: setting vehicle speed changing means for changing the lock-up setting vehicle speed to a value higher than a normal lock-up setting vehicle speed when the traffic jam traveling detection means detects traveling on a congested road. apparatus. 2. The congested road traveling detection means is configured to detect whether or not the vehicle is traveling on a congested road by detecting the lockup control frequency of the lockup control means. Item 2. The lock-up transmission according to Item 1. 3. The congested road travel detecting means includes a travel distance detecting means for detecting a travel distance, and a number counting means for counting the number of lock-up ON times of the lock-up control means, and the per-travel distance The lock-up type transmission according to claim 2, wherein it is determined whether or not the vehicle is traveling on a congested road based on the number of times the lock-up is turned on. 4. The traveling distance detection means for detecting the traveling distance from the lock-up on state to the next lock-up on state, and the traveling distance detection value of the traveling distance detection means in advance. 3. A distance determining means for determining whether or not the set value is less than or equal to a set value, and it is determined whether or not the vehicle is in a congested road traveling state based on a traveling distance between the lockup ON controls. The lock-up type transmission described. 5. The lockup set vehicle speed has a hysteresis characteristic of a lockup on set vehicle speed and a lockup off set vehicle speed lower than the lockup on set vehicle speed, and the set vehicle speed changing means changes the lockup on vehicle speed. The lock-up type transmission according to any one of claims 1 to 4, which is characterized in that. 6. The lock-up type transmission according to claim 1, wherein the transmission is a continuously variable transmission.