JPH09264418A - Control device for automatic transmission - Google Patents

Control device for automatic transmission

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Publication number
JPH09264418A
JPH09264418A JP8077563A JP7756396A JPH09264418A JP H09264418 A JPH09264418 A JP H09264418A JP 8077563 A JP8077563 A JP 8077563A JP 7756396 A JP7756396 A JP 7756396A JP H09264418 A JPH09264418 A JP H09264418A
Authority
JP
Japan
Prior art keywords
engine
ratio
transmission
vehicle
gear ratio
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP8077563A
Other languages
Japanese (ja)
Inventor
Hidetoshi Nobemoto
Hiromasa Yoshida
裕将 吉田
秀寿 延本
Original Assignee
Mazda Motor Corp
マツダ株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mazda Motor Corp, マツダ株式会社 filed Critical Mazda Motor Corp
Priority to JP8077563A priority Critical patent/JPH09264418A/en
Publication of JPH09264418A publication Critical patent/JPH09264418A/en
Pending legal-status Critical Current

Links

Abstract

(57) Abstract: A gear ratio of an automatic transmission 12 is controlled so that an engine speed reaches a target engine speed ESPO set based on a vehicle speed V and a throttle opening TVO of an engine 1. At this time, the Hi of the transmission 12 that uses the low rotation range of the engine 1 does not deteriorate the driving feeling of the vehicle due to knocking of the engine 1 and torque fluctuations.
The gh ratio is realized as much as possible to improve the fuel economy of the engine 1. SOLUTION: When a knocking of the engine 1 or an unstable combustion state of torque fluctuation is detected, the ratio of the transmission 12 is corrected to a Low side by a predetermined value r1, and the corrected ratio is a High ratio limit for each predetermined traveling state of the vehicle. Store as the value rhigh. After that, when the vehicle is in a predetermined traveling state, the feedforward control is performed so that the ratio of the transmission 12 becomes the stored high ratio limit value rhigh.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a technical field relating to a control device for an automatic transmission including a toroidal type or pulley type continuously variable transmission.

[0002]

2. Description of the Related Art Conventionally, as a control device for an automatic transmission of this type, as shown in, for example, JP-A-61-146639, a continuously variable transmission is provided in a power transmission path from an engine to driving wheels. There is known an arrangement in which the input side rotational speed of this continuously variable transmission is controlled to a preset target rotational speed.

[0003]

By the way, in the shift control of such a continuously variable transmission, the engine speed is set in advance based on the traveling speed of the vehicle and the throttle opening of the engine. When controlling the gear ratio of the automatic transmission so that the fuel consumption is improved by using the low rotation speed and high load zone where the fuel consumption rate of the engine is good, when the vehicle speed is the same It is necessary to change the ratio of the machine to the high speed side (to reduce the gear ratio) to a high ratio.

However, with this high ratio, there is a problem that the driving feeling of the vehicle is deteriorated because the engine knocks or the large torque fluctuation is caused, and from this problem, it is sufficient at present.
The ratio was not realized, and achievement of fuel efficiency was insufficient.

The present invention has been made in view of the above circumstances, and an object thereof is, as described above, that the engine speed becomes the target engine speed set based on the vehicle speed and the throttle opening of the engine. When controlling the gear ratio of the automatic transmission as described above, by improving the control mode,
It is to improve the fuel efficiency of the engine by realizing the high ratio of the transmission as much as possible without significantly deteriorating the driving feeling of the vehicle due to engine knocking or torque fluctuation.

[0006]

In order to achieve the above object, according to the invention of claim 1, an unstable combustion state such as engine knocking or torque fluctuation is monitored, and when the unstable combustion state is reached. By correcting the transmission gear ratio to the increasing side, the minimum gear ratio without knocking or the like is set.

Specifically, in the present invention, as shown in FIG. 1, the automatic transmission 12 drivingly connected to the engine and the engine speed are based on the traveling speed of the vehicle and the throttle opening of the engine in advance. It is premised on a control device for an automatic transmission, which is provided with a shift control means 120 for controlling the gear ratio of the transmission 12 so that the target engine speed is set.

An unstable combustion detecting means 121 for detecting that the engine is in an unstable combustion state, and when the unstable combustion state of the engine is detected by the unstable combustion detecting means 121, the transmission is A gear ratio correction means 122 for correcting the gear ratio of No. 12 to the increase side (ratio low speed side) by a predetermined value is provided.

With the above-described structure, during the operation of the vehicle, the shift control means 120 ensures that the engine speed becomes the target engine speed set in advance based on the running speed of the vehicle and the throttle opening of the engine. Transmission 12
The gear ratio of is controlled.

During this time, whether or not there is an unstable combustion state such as engine knocking or torque fluctuation, the unstable combustion detecting means 12
1 and when the unstable combustion state of the engine is detected by the detection means 121, the gear ratio correction means 1
The gear ratio of the transmission 12 is corrected by 22 to the increase side by a predetermined value. Therefore, even if the gear ratio is reduced to lower the engine speed to achieve the high ratio of the transmission 12, the gear ratio is immediately corrected to increase and the engine speed is increased when an unstable combustion state of the engine occurs. Since the unstable combustion state of the engine is avoided, the high ratio of the transmission 12 can be promoted as much as possible while preventing the vehicle traveling feeling from being deteriorated due to the unstable combustion state of the engine.

According to the second aspect of the invention, the gear ratio correction means 12 is provided.
A storage unit 123 that stores the gear ratio corrected to the increase side by a predetermined value by 2 as a limit value for each predetermined traveling state of the vehicle.
When the vehicle is in the predetermined traveling state, the transmission 12
And a gear ratio control means 124 for controlling the gear ratio of the above so as to reach the limit value stored by the storage means 123.

In this case, in a predetermined traveling state of the vehicle, the unstable combustion state of the engine is detected by the unstable combustion detecting means 121, and the gear ratio correcting means 122 corrects the gear ratio of the transmission 12 to the increasing side. Then, the gear ratio is stored in the storage unit 123 as a limit value for each predetermined traveling state of the vehicle. Then, after that, when the vehicle enters the predetermined traveling state, the gear ratio control unit 124 controls the gear ratio of the transmission 12 to reach the limit value stored by the storage unit 123. For this reason, the engine hardly shifts to the unstable combustion state as compared with the case where it is detected after the engine has advanced to the unstable combustion state and the gear ratio is corrected to be increased each time, so that the transmission 12 It is possible to stably achieve both the improvement of the fuel efficiency of the engine due to the high ratio, the prevention of the driving feeling of the vehicle from being deteriorated, and the improvement of the reliability of the engine.

In the invention of claim 3, the storage means 123 is provided.
After storing the limit value of the gear ratio, when the unstable combustion state of the engine is detected by the unstable combustion detecting means 121, the gear ratio corrected to the increasing side by the gear ratio correcting means 122 is used as the limit value again. It is assumed to be configured to store. In this way, even if the limit value of the gear ratio is stored in the storage unit 123, the limit value of the gear ratio is updated to the increase side every time an unstable combustion state of the engine occurs thereafter, so that the reliability of the engine is improved. Of the transmission 1 while surely preventing deterioration in durability and durability and deterioration of driving feeling of the vehicle.
It is possible to improve the fuel efficiency of the engine by setting the high ratio of 2.

According to a fourth aspect of the invention, in the control device for the automatic transmission according to the second or third aspect of the invention, the storage means 123 is provided.
Is configured to initialize the limit value when the ignition key switch of the engine is turned on or off. Further, in the fifth aspect of the present invention, the storage means 123 is configured to initialize the limit value when the vehicle speed becomes zero. In these inventions, the limit value of the gear ratio is initialized every time the engine ignition key switch is turned ON / OFF or stopped, so that the running state of the vehicle changes, or the detection error of the sensors or the change over time occurs. Even if it occurs, the limit value of the gear ratio can be set stably and accurately.

[0015]

FIG. 8 shows the overall structure of an automatic transmission according to an embodiment of the present invention. In FIG. 8, reference numeral 1 is an in-vehicle engine, and an output shaft 1 a of the engine 1 is drivingly connected to an output transmission 1 a of a toroidal type continuously variable transmission via a clutch 2. The automatic transmission 12 includes an input shaft 13 arranged on the same axis as the output shaft 1a of the engine 1 and an output shaft 14 arranged in parallel with the input shaft 13.
The input shaft 13 is drivingly connected to the output shaft 1a of the engine 1 via the clutch 2 and the output shaft 14 is drivingly connected to a drive wheel (not shown) via an output gear 25 described later.

A first drive gear 15, a holding disc 16, a toroidal speed change mechanism 17 and a second drive gear 23 are arranged on the input shaft 13 in this order from the engine 1 side, and the first drive gear 15 and the holding disc 16 are arranged. Is the input shaft 1
3 is rotationally fixed to the third drive gear 23, and the second drive gear 23 is connected to the input shaft 1
3 rotatably supported. On the other hand, on the output shaft 14, the output gear 25, the first driven gear 26, the low clutch 27, the planetary gear mechanism 28, and the second gear are arranged in this order from the engine 1 side.
A driven gear 33 and a high clutch 34 are respectively arranged, and the output gear 25 is fixed to the output shaft 14 so as to rotate together.
The first driven gear 26 and the second driven gear 33 are rotatably supported by the output shaft 14.

The toroidal speed change mechanism 17 has an input disk 18 located on the engine 1 side and an output disk 19 located on the side opposite to the engine 1 with respect to the input disk 18. Both of these disks 18, 19 are provided. Input shaft 1
It is rotatably supported on 3. The rear surface (the surface opposite to the output disk 19) of the input disk 18 is pressed against the holding disk 16 via a loading cam 35 so that the output disk 19 can rotate integrally with the second drive gear 23. Are combined. On the surface of the input disk 18 facing the output disk 19, there is formed a transmission surface 18a which is a curved surface having a taper diameter toward the output disk 19 side and an arc-shaped cross section along the axial direction. There is. On the other hand, on the surface of the output disk 19 facing the input disk 18, a transmission surface 19a formed of a curved surface having a tapered small diameter toward the input disk 18 and a circular arc-shaped cross section along the axial direction. Are formed. A pivot which extends between the discs 18 and 19 and extends toward the input shaft 13 (the center of rotation of the discs 18 and 19) and which can be swung about a swing center Q which is in a twisted position with respect to the input shaft 13. A pair of support members 20 and 20 having shafts 20a and 20a are arranged, and a power roller 21 is rotatably and pressed from the support member 20 via a thrust bearing 22 to the pivot shaft 20a of each support member 20. It is supported in a closed state. The outer peripheral surface of each power roller 21 has an arcuate cross section so as to be in pressure contact with the transmission surfaces 18a and 19a of the input / output disks 18 and 19 so as to be transmittable, and swings around the swing center Q of each support member 20. Each power roller 21 is input / output disk 1
8 and 19 are rotated while being tilted, and the contact positions of the two power rollers 21 and 21 with the transmission surfaces 18a and 19a of the both power rollers 21 and 21 are set in the radial direction of the disks 18 and 19 in accordance with the tilt angles. Instead, the gear ratio (torque ratio) at the time of torque transmission from the input disk 18 to the output disk 19 is changed. That is, the speed ratio between the input / output disks 18 and 19 of the toroidal speed change mechanism 17 is such that the diameter of the contact position of the input disk 18 with the power roller 21 from the input shaft 13 and the contact position of the output disk 19 with the power roller 21. It is determined by the ratio of the position to the diameter from the output shaft 14.

The planetary gear mechanism 28 includes a sun gear 29 rotatably supported on the output shaft 14 and the sun gear 2
A pinion carrier 31 that rotatably carries a plurality of pinions 30, 30, ... That mesh with 9, and a ring gear 32 that is rotatably fixed to the output shaft 14 and that meshes with each of the pinions 30 at the inner periphery, The sun gear 29 is rotatably connected and fixed to the second driven gear 33.

Both shafts 1 are provided between the input / output shafts 13 and 14.
An intermediate shaft 36 is disposed in parallel with the intermediate shaft 3 and 14.
An intermediate gear 37, which meshes with the first drive gear 15 on the input shaft 13 and the first driven gear 26 on the output shaft 14, is fixed to 6, and the first driven gear 26 is fixed via the intermediate gear 37. It is drivingly connected to the first drive gear 15. Further, the low clutch 27 is adapted to connect and disconnect the power transmission between the first driven gear 26 and the pinion carrier 31 of the planetary gear mechanism 28, and the high clutch 34.
Is the output shaft 14 and the second driven gear 33 (the planetary gear mechanism 2
8 sun gear 29) so as to connect and disconnect power transmission between the two. And these Lo
By engaging or disengaging the w clutch 27 and the high clutch 34 in a predetermined state, the gear shift state of the automatic transmission 12 is switched to the reverse state, the forward low state and the forward high state, and in the reverse state and the forward low state, the toroidal Both the speed change mechanism 17 and the planetary gear mechanism 28, and only the toroidal speed change mechanism 17 in the forward High state, the speed ratio between the input shaft 13 and the output shaft 14 (the transmission 1
The gear ratio of 2) is changed.

Reference numeral 38 denotes the input shaft 1 in order to prevent the output disc 19 of the toroidal speed change mechanism 17 from being separated from the input disc 18 by pressure contact with the power roller 21.
3 is a regulation disc provided at the end of 3.

FIG. 7 shows the mechanism of gear shift control of the toroidal gear shift mechanism 17. Both support members 20, 20 are at the low side and the H side, which are hydraulic cylinders connected to the respective support members.
The high side cylinders 40, 40 are pressed and moved in opposite directions around the input shaft 13 to swing about the swing center Q. A hydraulic line pressure acts on both cylinders 40, 40 via a shift control valve 41 which is an electromagnetic switching valve. The shift control valve 41 includes a sleeve-shaped valve body 42 and a spool 43 that is slidably fitted in the valve body 42 with a predetermined stroke. The line pressure port 42a communicating with the cylinders 40, 40 and the Low and High ports 42b, 42c communicating with the cylinders 40, 40 are opened. A spring receiver 45 is slidably and non-rotatably arranged in the valve body 42 at one end of the spool 43, and a spring 46 is compressed between the spring receiver 45 and one end of the spool 43. ing. Further, the spring receiver 45 is screwed into a stepping motor 47 and is coupled so as to be movable in the axial direction by the rotation of the stepping motor 47.
By inputting a pulse signal of the required number of pulses to the spool 43, the spool 43 is stroke-moved via the spring 46, and the passage areas of the communicating portions between the line pressure port 42a and each of the Low and High ports 42b and 42c are opposite to each other. When the line pressure is supplied to each cylinder 40 by changing the direction, and the spool 43 is moved to the right side in FIG. 7, the opening area of the communication portion of the line pressure port 42a with the Low port 42b is the communication area with the High port 42c. By making the hydraulic pressure supplied to the low side cylinder 40 larger than that of the high side cylinder 40 by increasing the opening area of the input shaft 13 of the input disk 18 of the toroidal speed change mechanism 17 to the power roller 21. From the diameter from the output shaft 14 at the contact position of the output disc 19 with the power roller 21. And small, while increasing the transmission ratio of the toroidal speed change mechanism 17, when moving to the left side of the spool 43 in FIG. 7, on the contrary, the line pressure port 42
a, the opening area of the communicating portion with the High port 42c is L
The hydraulic pressure supplied to the high-side cylinder 40 is made larger than the opening area of the communicating portion with the ow port 42b to increase the hydraulic pressure supplied to the high-side cylinder 40, so that the input disc 18 of the toroidal speed change mechanism 17 is supplied to the power roller 21. The diameter of the contact position from the input shaft 13 is determined by the output disc 19
The contact position with the power roller 21 is made larger than the diameter from the output shaft 14 to reduce the gear ratio of the toroidal transmission mechanism 17.

In FIG. 7, reference numeral 44 denotes a mechanical feedback mechanism connected between the other end of the spool 43 of the shift control valve 41 and the piston rod 40a of the low side cylinder 40, and the operation of the low side cylinder 40. That is, the movement of the support members 20, 20 of the toroidal transmission mechanism 17 is mechanically fed back to the spool 43 of the transmission control valve 41 to balance the movement.

As shown in FIG. 9, the stepping motor 47 is controlled by a pulse signal from the control unit 100 together with other necessary control actuators (not shown). The control unit 100 includes at least an engine speed sensor 101 for detecting the actual engine speed based on the speed of the input shaft 13 of the transmission 12, and a vehicle speed V.
Speed sensor 1 for detecting the speed based on the rotation speed of the output shaft 14
02, a throttle opening sensor 103 for detecting the opening TVO (throttle opening) of a throttle valve (not shown) of the engine 1, a longitudinal acceleration sensor 104 for detecting the longitudinal acceleration of the vehicle, and a lateral acceleration for the same. The lateral acceleration sensor 105 and the steering angle sensor 1 for detecting the steering angle (steering steering angle) of the steering wheel 50 (see FIG. 10).
06, a road surface friction coefficient sensor 107 for detecting a friction coefficient of a vehicle traveling road surface, a road surface gradient sensor 108 for detecting a road surface gradient, a water temperature sensor 109 for detecting a cooling water temperature of the engine 1, and a knocking of the engine 1. A knocking sensor 110 for detecting, a torque sensor 111 for detecting torque fluctuation (rotational angular velocity fluctuation may be used) of the output shaft 1a of the engine 1, a brake switch 112 for detecting depression of a brake pedal of a vehicle, and a transmission 12 are automatically operated. A manual shift select switch 113 for switching to a shift mode or a manual shift mode, a shift up switch 114 for instructing a shift up control in the manual shift mode, and a shift down switch 115 for instructing the shift down control, ON operation when engine 1 is idle And each signal is inputted to the idle switch 116 that, the control unit 100
As will be described later, on the basis of an automatic shift diagram (see FIG. 6) in which the target engine speed ESPO is set in advance as a map in accordance with the vehicle speed V and the throttle opening TVO of the engine 1, the toroidal shift of the transmission 12 is performed. The gear ratio in the mechanism 17 is such that a pulse signal to the stepping motor 47 is obtained so that the engine speed becomes the target engine speed ESPO according to the above shift diagram, and the pulse signal is output to the stepping motor 47. .

The manual shift select switch 113, the shift up switch 114 and the shift down switch 115 are attached to the steering wheel 50 on the right side of the vehicle compartment as shown in FIG. That is, the operation panel portion 51 is provided on the spoke portion on one side (the left side in the illustrated example) of the steering wheel 50 when the vehicle is in a straight traveling state, and as shown in FIG. A manual shift select switch 113 is arranged, and a shift up switch 114 and a shift down switch 115 are arranged below. Manual shift select switch 11
Reference numeral 3 denotes a push operation type, which outputs an ON / OFF signal for switching the shift mode of the transmission 12 to the automatic shift mode or the manual shift mode by the push operation alternately every time the push operation is performed. In addition, shift up switch 1
The shift down switch 115 and the shift down switch 115 are also push-type, and the shift down switch 115 is arranged outside the shift up switch 114 in the radial direction of the steering wheel 50.

In the control unit 100, the control operation for the stepping motor 47 for driving the shift control valve 41 will be described with reference to FIG.
In step S1, the input signals of the sensors 101 to 111 and the switches 112 to 116 are detected, and step S2
At the vehicle speed V and the throttle opening TV of the engine 1,
Based on each change of O, it is determined whether the vehicle is in a steady running state. When this determination is NO in the "unsteady running state", the process proceeds to step S10, and the target engine speed ESPO is calculated from the preset automatic shift diagram. In the above automatic shift diagram, the vehicle speed V, the throttle opening TVO of the engine 1 and the target engine speed ESPO are preset as a map as shown by the solid line in FIG. By comparing the degree TVO with the shift diagram, the target engine speed ESPO corresponding to them is obtained. FIG.
In the figure, the broken line indicates a gear stage in which the entire gear ratio is divided into 11 fixed gear ratios.
In the manual shift mode in which 3 is turned on, the shift stage to be selected is changed according to the signal from the shift up switch 114 or the shift down switch 115.

After step S10, step S1
1, the engine speed is equal to the target engine speed E
After the ratio of the transmission 12 is feedback-controlled so as to be SPO, the process returns.

On the other hand, if the determination in step S2 is YES in "steady running state", the process proceeds to step S3,
After the engine 1 is started by turning on an ignition key switch (not shown), it is determined whether the high ratio limit map has already been updated. If the determination is “updated”, the result is Hi in step S4.
gh ratio limit map to high ratio limit value rhi
After reading gh, the process proceeds to step S6. Hig above
In the h ratio limit map, a plurality of maps in which high ratio limit values rhigh corresponding to the vehicle speed V and the throttle opening TVO of the engine 1 are stored in advance for each engine water temperature, and in step S4, the high ratio limit maps are provided. A high ratio limit value rhigh corresponding to the vehicle speed V, the throttle opening TVO, and the engine water temperature is read from.

If the determination in step S3 is "not updated" N
When it is O, the process proceeds to step S5, and the current ratio r
By subtracting the predetermined value Δr from *, the High ratio limit value rhigh is slightly changed to the High side (the side where the gear ratio is decreased), and then the process proceeds to step S6.

In step S6, it is determined whether an abnormal value of the combustion state level of the engine 1 has been detected.
That is, as shown in FIG. 4, the count value of the number of knocking detected by the knocking sensor 110 increases to a predetermined value or more within a fixed time, or as shown in FIG.
When the fluctuation range of the torque fluctuation detected by the torque sensor 111 increases to a predetermined value or more, it is detected that there is an abnormal value of the combustion state level of the engine 1. And step S
If the determination in step 6 is NO, "no abnormal value detected", the process proceeds directly to step S9, but if there is "abnormal value detected" YE
If S, the process proceeds to step S7, and the high ratio limit value rhig to be stored in the high ratio limit map.
After changing h to the Low side (the side where the gear ratio is increased, that is, the unstable combustion avoidance side) by a predetermined value r1, in step S8, the changed High ratio limit value rhigh (=
rhigh + r1) for the Hi ratio limit map Hi
The gh ratio limit value rhigh is updated, and the process proceeds to step S9. That is, as shown in FIG. 3, when an abnormal value of the combustion state level of the engine is detected in the characteristic indicating the relationship between the combustion state level of the engine 1 and the ratio,
It is not a ratio corresponding to it, but a predetermined value r
Only the Low side ratio is set to the High ratio limit value rhi.
Register as gh in the High ratio limit map.

Then, in step S9, the transmission 1
The ratio of 2 is controlled so as to be the High ratio limit value rhigh stored in the above High ratio limit map, and then the process returns.

In this embodiment, by the steps S10 and S11 of the above flow, when the vehicle is unsteady, the engine speed is set in advance based on the vehicle speed V and the throttle opening TVO of the engine 1. The shift control means 12 for performing feedforward control of the ratio (that is, the gear ratio) of the transmission 12 so as to be several ESPO.
0 is configured.

Further, the unstable combustion detecting means 121 for detecting that the engine 1 is in the unstable combustion state is constituted by the step S6.

Further, in step S7, when the unstable combustion state of the engine 1 is detected by the unstable combustion detecting means 121, the ratio of the transmission 12 is moved to the Low side (increasing the gear ratio) by the predetermined value r1. A gear ratio correction means 122 for correcting is configured.

Further, by steps S3, S5 and S8,
A storage unit 123 is configured to store the ratio corrected to the Low side by the predetermined value r1 by the gear ratio correction unit 122 in a predetermined traveling state of the vehicle as a High ratio limit value rhigh for each predetermined traveling state of the vehicle. Then, the storage means 123, when the unstable combustion state due to knocking of the engine 1 or the like is detected by the unstable combustion detection means 121, each time the unstable combustion state is detected, the ratio corrected to the increasing side by the gear ratio correction means 122 is set to High. Ratio limit value rh
It is stored again as high, and when the ignition key switch of the engine 1 is turned on or off to start or stop the operation of the control unit 100, each High ratio limit value rhigh of the High ratio limit map is initialized. Is configured.

Further, in step S9, when the vehicle is in the predetermined traveling state, the ratio of the transmission 12 is set to the high ratio limit value r stored in the storage means 123.
The gear ratio control means 124 for controlling to be high is configured.

Therefore, in this embodiment, when the manual shift select switch 113 of the operation panel portion 51 of the steering wheel 50 is turned off during the operation of the vehicle, the traveling state of the vehicle is unsteady. , The target engine speed ES based on the throttle opening TVO of the engine 1 and the vehicle speed V in the automatic shift diagram
The PO is calculated, the pulse number is calculated so that the actual engine speed becomes the target engine speed ESPO, the pulse signal of this pulse number is output to the stepping motor 47, and the gear ratio r of the transmission 12 is feedback controlled. To be done.

On the other hand, when the running state of the vehicle is in the steady running state, it is judged whether or not the High ratio limit map of the ratio of the transmission 12 is updated.
The current ratio r * is changed to the High side (the side where the gear ratio is reduced) by a predetermined amount Δr, and it is determined whether or not there is an unstable combustion state due to knocking of the engine 1 or the like. Then, when the unstable combustion state does not occur, the ratio r * is further changed to the High side by the same predetermined amount Δr. When an unstable combustion state of the engine 1 is detected due to the change of the ratio r * to the High side, a predetermined value r1 is set to the Low side from the ratio when the abnormal value of the combustion state level of the engine 1 is generated. The ratio (on the increasing side of the gear ratio) is High
It is registered in the High ratio limit map as the h ratio limit value rhigh. After that, when the vehicle is in the same traveling state, the H level stored in the High ratio limit map is stored.
The gear ratio limit value rhigh is read, and the transmission 1
The feedforward control is performed so that the ratio of 2 becomes the High ratio limit value rhigh.

Therefore, in this embodiment, when an unstable combustion state due to knocking of the engine 1 or the like is detected in the steady running state of the vehicle, the ratio of the transmission 12 is lowered by a predetermined value r1 (on the side where the gear ratio is increased). ), It is possible to improve the fuel efficiency of the engine 1 by promoting the high ratio of the transmission 12 as much as possible while preventing the vehicle traveling feeling from being deteriorated due to the unstable combustion state of the engine 1. it can.

Further, the ratio corrected to the Low side by the predetermined value r1 when the knocking state of the engine 1 is detected is the High ratio limit value rhig for each predetermined traveling state of the vehicle.
It is stored in the High ratio limit map as h, and thereafter, when the vehicle is in the same traveling state, the ratio of the transmission 12 is feedforward controlled so as to reach the High ratio limit value rhigh, so that the engine 1 has unstable combustion. The engine 1 hardly shifts to the combustion unstable state as compared with the case where it is detected after advancing to the state and the ratio is corrected to the Low side each time, and the transmission 12 becomes high.
It is possible to stably achieve both the improvement of the fuel consumption of the engine 1 by the ratio h, the improvement of the reliability of the engine 1 and the prevention of the deterioration of the driving feeling of the vehicle.

The High ratio limit value rhigh stored in the High ratio limit map is then recorrected to the Low side by the predetermined value r1 each time an unstable combustion state occurs due to knocking of the engine 1 or the like. Since it is updated to high, it is possible to improve the fuel efficiency of the engine 1 due to the high ratio of the transmission 12 while surely preventing deterioration of the reliability and durability of the engine 1 and deterioration of the driving feeling of the vehicle. .

Further, the High ratio limit value rhigh in the above High ratio limit map is initialized when the ignition key switch of the engine 1 is turned on or off. Even if a detection error or a change with time occurs, the High ratio limit value rhigh can be set stably and accurately.

In the above embodiment, the high ratio limit value rhi stored in the high ratio limit map.
gh, the ignition key switch of engine 1 is O
Although the initialization is performed when the N operation or the OFF operation is performed, the initialization may be similarly performed when the vehicle speed V is V = 0, and the same operation and effect as the above can be obtained. be able to.

In addition to the toroidal type continuously variable transmission as in the first to third embodiments, the present invention also employs a pulley type (belt type).
It can also be applied to an automatic transmission including a continuously variable transmission.

[0044]

As described above, according to the first aspect of the invention, the engine speed of the automatic transmission is adjusted so that the engine speed becomes the target engine speed preset based on the vehicle speed and the throttle opening of the engine. When controlling the gear ratio, when the unstable combustion state such as engine knocking or torque fluctuation is detected, the gear ratio of the transmission is corrected to the increase side by a predetermined value, which causes the unstable combustion state of the engine. The speed ratio of the transmission can be reduced as much as possible to promote the high ratio of the transmission. The deterioration of the vehicle driving feeling due to the unstable combustion state of the engine and the engine due to the high ratio of the transmission It is possible to achieve both improvement of fuel efficiency.

According to the second aspect of the present invention, the gear ratio corrected to the increasing side in accordance with the detection of the unstable combustion state of the engine is stored as the limit value for each predetermined running state of the vehicle, and thereafter the vehicle is set to the predetermined value. When the vehicle is in the running state, the transmission gear ratio is controlled so as to reach the stored limit value, so that the high fuel ratio of the transmission improves the fuel efficiency of the engine and the driving feeling of the vehicle. It is possible to obtain stable compatibility with deterioration.

According to the third aspect of the present invention, when the unstable combustion state of the engine is detected, the gear ratio corrected to the increasing side in accordance with the detection is stored again as the limit value. The limit value of the gear ratio can be updated every time the unstable combustion state of the engine is reduced, the reliability and durability of the engine are reduced, the driving feeling of the vehicle is prevented from being deteriorated, and the high ratio of the transmission makes the engine more reliable. It is possible to improve fuel efficiency.

According to the invention of claim 4, the limit value is initialized when the ignition key switch of the engine is turned on or off. Further, in the invention of claim 5, the limit value is initialized when the vehicle speed becomes zero. Therefore, according to these inventions, the limit value of the gear ratio can be initialized each time the ignition key switch of the engine is turned on / off or stopped, and the limit value of the gear ratio can be set stably and accurately. You can

[Brief description of drawings]

FIG. 1 is a diagram showing a configuration of the present invention.

FIG. 2 is a flowchart showing a processing operation performed for shift control of the automatic transmission in the control unit according to the embodiment of the present invention.

FIG. 3 is a diagram showing a principle for setting a high ratio limit value when an abnormal combustion state level value of an engine is detected.

FIG. 4 is a diagram showing a principle for detecting a combustion state level abnormal value due to engine knocking.

FIG. 5 is a diagram showing a principle for detecting a combustion state level abnormal value due to engine torque fluctuation.

FIG. 6 is a diagram showing a map of a shift diagram of the automatic transmission.

FIG. 7 is an explanatory view showing a mechanism of shift control in the toroidal transmission mechanism of the automatic transmission.

FIG. 8 is a skeleton diagram schematically showing the overall configuration of the automatic transmission.

FIG. 9 is a block diagram showing a control system of the embodiment.

FIG. 10 is a perspective view of a steering wheel.

FIG. 11 is an enlarged front view showing an operation panel portion of the steering wheel.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 engine 12 automatic transmission 17 toroidal speed change mechanism 28 planetary gear mechanism 41 speed change control valve 47 stepping motor 50 steering wheel 100 control unit 102 vehicle speed sensor 120 speed change control means 121 unstable combustion detection means 122 speed ratio correction means 123 storage means 124 speed change Ratio control means r * Current ratio r1 Predetermined value V Vehicle speed ESPO Target engine speed TVO Throttle opening

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. 6 Identification code Office reference number FI technical display area F16H 61/12 F16H 61/12 // F16H 59:14 59:42 59:44 59:74

Claims (5)

[Claims]
1. An automatic transmission drivingly connected to an engine, and the transmission so that the engine speed reaches a target engine speed that is set in advance based on a running speed of a vehicle and a throttle opening of the engine. In a control device for an automatic transmission including a shift control means for controlling a gear ratio of the engine, an unstable combustion detecting means for detecting that the engine is in an unstable combustion state, and an engine using the unstable combustion detecting means. When an unstable combustion state is detected, a gear ratio correction unit that corrects the gear ratio of the transmission to the increase side by a predetermined value is provided.
2. The control device for an automatic transmission according to claim 1, further comprising: a storage unit that stores the gear ratio corrected by the gear ratio correction unit to an increase side by a predetermined value as a limit value for each predetermined traveling state of the vehicle. When the vehicle is in the predetermined traveling state, there is provided a gear ratio control means for controlling the gear ratio of the transmission to a limit value stored by the storage means. Control device.
3. The control device for an automatic transmission according to claim 2, wherein the storage means stores the unstable combustion state of the engine by the unstable combustion detection means after storing the limit value of the gear ratio. A control device for an automatic transmission, characterized in that the gear ratio corrected by the gear ratio correcting means to the increasing side is stored again as a limit value.
4. The control device for an automatic transmission according to claim 2, wherein the storage means is configured to initialize the limit value when an ignition key switch of the engine is turned on or off. A control device for an automatic transmission characterized in that
5. The automatic transmission control device according to claim 2, wherein the storage means is configured to initialize a limit value when the vehicle speed becomes zero. Transmission control device.
JP8077563A 1996-03-29 1996-03-29 Control device for automatic transmission Pending JPH09264418A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP8077563A JPH09264418A (en) 1996-03-29 1996-03-29 Control device for automatic transmission

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP8077563A JPH09264418A (en) 1996-03-29 1996-03-29 Control device for automatic transmission

Publications (1)

Publication Number Publication Date
JPH09264418A true JPH09264418A (en) 1997-10-07

Family

ID=13637490

Family Applications (1)

Application Number Title Priority Date Filing Date
JP8077563A Pending JPH09264418A (en) 1996-03-29 1996-03-29 Control device for automatic transmission

Country Status (1)

Country Link
JP (1) JPH09264418A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012099349A2 (en) * 2011-01-20 2012-07-26 콘티넨탈 오토모티브 시스템 주식회사 Apparatus for controlling engine torque, and method for preventing the misdiagnosis of knocking

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012099349A2 (en) * 2011-01-20 2012-07-26 콘티넨탈 오토모티브 시스템 주식회사 Apparatus for controlling engine torque, and method for preventing the misdiagnosis of knocking
WO2012099349A3 (en) * 2011-01-20 2012-10-18 콘티넨탈 오토모티브 시스템 주식회사 Apparatus for controlling engine torque, and method for preventing the misdiagnosis of knocking

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