JPH10103469A - Gear shift controller of continuously variable transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To realize the controller of a continuously variable transmission which is capable of performing a proper engine brake control according to the grade of a road surface. SOLUTION: The controller of a continuously variable transmission is constituted of a gear ratio control means A controlling a gear ratio so as to obtain the target value of a prescribed deceleration at the time of an engine brake, a road surface grade detection means B detecting the grade of a road surface and a deceleration change means C performing a gear shift for the target value of the deceleration based on the grade of the road surface obtained by this detection means B. By these means, the gear ratio is controlled so as to be a slight deceleration state in a flat road or so as not to be an acceleration state in a road of a down grade.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for a continuously variable transmission mounted on a vehicle.

[0002]

2. Description of the Related Art A continuously variable transmission for a vehicle of this type has a characteristic that the so-called engine braking effect is hardly obtained because the speed ratio is automatically set to a high speed ratio during high-speed running. In particular, on a downhill road, the engine brake hardly works due to the influence of gravity, and the vehicle may be accelerated on the contrary. Conventionally, when there is a request for engine braking, it is customary to change the continuously variable transmission to a lower gear ratio side by manual operation.

[0003] For example, see Japanese Patent Application Laid-Open No. Sho 60-263775.
In this kind of vehicle continuously variable transmission, the acceleration / deceleration of the vehicle during traveling is detected, and the detected value is compared with a preset reference acceleration / deceleration to correct the target engine speed. Thus, a configuration for controlling the gear ratio is disclosed.

[0004]

However, manually changing the gear ratio in order to apply the engine brake in this type of continuously variable transmission for automobiles improves the easy drive performance of the continuously variable transmission. This is a technical issue.

[0005] By the way, the general psychology of the driver regarding the engine brake is that even if the same engine brake is applied, for example, it often requires a slight deceleration on a flat road and accelerates on a downhill road. There is a strong belief that it is only necessary to be able to expect enough engine braking to prevent driving. In other words, even if the running speed of the vehicle is the same, the demand for the engine brake is completely different according to the road surface gradient.

In the prior art described in the above publication, since the road surface gradient is not used as a parameter for controlling the gear ratio, the driver's request for obtaining engine braking characteristics corresponding to the road surface gradient is sufficiently satisfied. It cannot be answered.

SUMMARY OF THE INVENTION The present invention addresses the above-mentioned situation in a continuously variable transmission for a vehicle, and an object of the present invention is to realize a control device for a continuously variable transmission capable of performing appropriate engine brake control according to a road surface gradient. And

[0008]

Means for Solving the Problems In order to solve the above problems, the present invention is characterized in that it is configured as follows.

That is, as shown in FIG. 1, a control device for a continuously variable transmission according to the present invention includes a speed ratio control means A for controlling a speed ratio so as to obtain a predetermined target value of deceleration during engine braking. A road gradient detecting means B for detecting a road gradient, and a deceleration changing means C for changing the target value of the deceleration based on the road gradient obtained by the detecting means B.

According to the above configuration, the target value of the deceleration is changed by the deceleration changing means C based on the road gradient detected by the road gradient detecting means B at the time of engine braking, and the gear ratio control means receiving the change is changed. A controls the gear ratio so that, for example, the vehicle is in a deceleration state on a flat road and is not in an acceleration state on a downhill road, so that an appropriate engine braking characteristic according to the road surface gradient is realized. become.

[0011]

Embodiments of the present invention will be described below.

As shown in FIG. 2, a continuously variable transmission 1 for an automobile according to the present embodiment includes a torque converter 4 connected to an output shaft 3 of an engine 2,
, A belt-type continuously variable transmission mechanism 6 whose speed ratio changes steplessly by hydraulic pressure, and output from a secondary shaft 7 of the belt-type continuously variable transmission mechanism 6. A gear-type reduction mechanism 9 for reducing the rotational power and transmitting the reduced power to the differential mechanism 8. Note that the differential mechanism 8
Are connected to a pair of left and right axles 10, 10.

First, the torque converter 4 will be described. Inside the housing 11 of the torque converter 4,
A pump 12 provided on one side of the housing 11 and integrally rotating with the engine output shaft 3;
1, a rotatable turbine 13 disposed opposite to the pump 12 at an intermediate portion, a stator 14 interposed between the turbine 13 and the pump 12 to increase the torque, and a rear side of the turbine 13 And a lock-up piston 15 arranged at the same position. A turbine shaft 16 as an output shaft of the torque converter 4 is fixed to the turbine 13 so as to rotate integrally therewith.
5 is slidably mounted. The stator 14 is supported by a transmission case wall 19 via a one-way clutch 17 and a stator shaft 18.

The interior of the housing 11 is partitioned by a lock-up piston 15 into a converter chamber 20 and a lock-up chamber 21. When the operating oil pressure in one lock-up chamber 21 is released, the other converter chamber is released. The lock-up piston 15 is pushed by the pressure of the working oil filled in the cylinder 20 and fastened to the inner wall 11a of the housing, whereby the torque converter 4 is locked up. On the other hand, if the operating oil pressure in the lock-up chamber 21 is increased, the lock-up piston 15 separates from the housing inner wall 11a, and the lock-up of the torque converter 4 is released. That is, the lock-up clutch 22 is basically configured by the lock-up piston 15 and the lock-up chamber 21.

The forward / backward switching mechanism 5 installed between the torque converter 4 and the belt type continuously variable transmission mechanism 6 having the above-described structure has the following configuration. That is, the carrier 23 that rotates integrally with the turbine shaft 16 is provided with a first pinion gear 25 that meshes with the outer ring gear 24 and a second pinion gear 27 that meshes with the inner sun gear 26. Between the ring gear 24 and the inner carrier 23, a hydraulic multi-plate type forward clutch 28 for connecting and disconnecting the two is arranged, and also between the ring gear 24 and the outer transmission case wall 19, Similarly, a hydraulic multi-plate type retraction brake 29 for connecting and disconnecting the both is provided. The sun gear 26 is configured to rotate integrally with an input primary shaft 30 in the belt-type continuously variable transmission mechanism 6.

That is, such a forward / backward switching mechanism 5
In the configuration of FIG. 3, the reverse gear 29 is released and the forward clutch 28 is
And the carrier 23 are integrated with each other, and the ring gear 24 is rotatable relative to the transmission case wall 19, so that the rotation of the turbine shaft 16 is rotated in the same direction, that is, in the forward state, via the sun gear 26. It is output to the primary shaft 30 of the belt-type continuously variable transmission mechanism 6.
On the other hand, in a state in which the reverse brake 29 is engaged and the forward clutch 28 is released, the ring gear 24 is fixed to the transmission case wall 19 and the carrier 23 becomes rotatable relative to the ring gear 24.
The rotation of the turbine shaft 16 is controlled by the first pinion gear 25 and the second pinion gear 25.
In the reverse state via the pinion gear 27, that is, in the reverse state, the primary shaft 3 of the belt-type continuously variable transmission mechanism 6 is also driven.
0 will be output.

The belt-type continuously variable transmission mechanism 6 to which the engine output is transmitted via the forward / reverse switching mechanism 5 includes a primary pulley 31 provided on the primary shaft 30 and having a variable effective pitch diameter, and a secondary shaft 7 has a variable effective pitch diameter secondary pulley 32 and an endless belt 33 wound between the two pulleys.

[0018] One of the primary pulley 31 includes a fixed conical plate 31a which is fixed to the primary shaft 30, V grooves 34 ₁ is formed and a movable conical plate 31b which is engaged slidably fitted to the primary shaft 30 therebetween The effective pitch diameter becomes large in a state where the movable conical plate 31b is brought closer to the fixed conical plate 31a,
Conversely, when the movable conical plate 31b is kept away from the fixed conical plate 31a, the effective pitch diameter becomes smaller. The other of the secondary pulley 32 includes a fixed conical plate 32a which is fixed to the secondary shaft 7, V groove 34 ₂ is formed therebetween and a movable conical plate 32b which is engaged slidably fitted to the secondary shaft 7 In this case as well, the effective pitch diameter becomes large when the movable conical plate 32b is brought close to the fixed conical plate 32a.
In the state in which the distance from the fixed conical plate 32a is small, the effective pitch diameter becomes small. A primary oil chamber 35 and a secondary oil chamber 36 for sliding the movable conical plates 31b and 32b are provided at the back of the movable conical plates 31b and 32b in the primary pulley 31 and the secondary pulley 32, respectively.

Next, the continuously variable transmission 1 having such a configuration will be described.
The control system will be described.

As shown in FIG. 3, high-pressure hydraulic oil generated by a hydraulic pump 39 is supplied to a hydraulic control valve unit 38 which is electrically controlled by a controller 37. Note that the hydraulic pump 39 is driven by the engine 2.

The primary pulley 31 and the secondary pulley 32 of the belt-type continuously variable transmission 6, the lock-up clutch 22 of the torque converter 4, the forward clutch 28 and the reverse brake 29 of the forward / reverse switching mechanism 5.
In this case, operating hydraulic pressures controlled independently of each other by the controller 37 are supplied via a hydraulic control valve unit 38.

For example, regarding the belt-type continuously variable transmission mechanism 6, the primary oil chamber 3 in the primary pulley 31
5, when the hydraulic oil is introduced via the hydraulic control valve unit 38, the effective pitch diameter of the primary pulley 31 increases, and the effective pitch diameter of the secondary pulley 32 decreases, thereby increasing the speed ratio. It changes in the speed direction. Conversely, if hydraulic oil is discharged from the primary oil chamber 35, the effective pitch diameter of the primary pulley 31 becomes smaller, and the secondary pulley 32
The effective pitch diameter becomes smaller, and the gear ratio changes in the deceleration direction. Further, the hydraulic oil adjusted to maintain the tension of the endless belt 33 always appropriately in accordance with the transmission torque is supplied from the hydraulic control valve unit 38 to the secondary oil chamber 36 of the secondary pulley 32. ing.

The controller 37 has a vehicle speed sensor 40 for detecting the running speed of the vehicle body, an engine speed sensor 41 for detecting the engine speed, and a throttle for detecting the opening of a throttle valve (not shown) of the engine 2. Signals from an opening sensor 42, an acceleration sensor 43 for detecting acceleration along the traveling direction of the vehicle speed, a foot brake switch 44 for detecting a stepping operation of a foot brake (not shown), and a tilt sensor 45 for detecting a road surface gradient are respectively input. It has become so.

FIG. 4 shows an example of the tilt sensor 45. That is, a resistance element 48 made of a resistive material having a uniform electric resistivity, for example, is vertically arranged inside a sealed container 47 in which mercury 46 in a liquid state at room temperature and an inert gas are sealed. The upper connection terminal 4 of the resistance element 48
9 is exposed to the outside through the upper wall of the sealed container 47. Further, the lower connection terminal 50 of the resistance element 48 also penetrates the lower wall of the sealed container 47 and is exposed to the outside. The positive pole of the measuring DC power supply 51 is connected to the upper connection terminal 49 of the resistance element 48, and the negative pole of the measuring DC power supply 51 is also body-grounded. On the other hand, to the lower connection terminal 50 of the resistance element 48, an output resistor 52 whose one end is body-grounded is connected via a connection line 53. An extremely low-resistance wire 54 having one end connected to the connection line 53 penetrates through the lower wall of the closed container 47, and the other end of the wire 54 is connected to the mercury stored in the low portion of the closed container 47. 46. An output terminal 55 for extracting a voltage change at the output resistor 52 is provided at a position near the output resistor 52 on the connection line 53.
Is provided.

In the configuration of the tilt sensor 45, if the sealed container 47 is rotated in the counterclockwise direction in the figure, the liquid level of the mercury 46 inside the sealed container 47 becomes two points in the figure. As shown by the dashed line, the inclined portion is inclined upward to the front relative to the closed container 47, whereby a part of the resistance element 48 is immersed in the mercury 46. At this time, the DC current supplied from the measurement DC power supply 51 flows from the middle of the resistance element 48 to the wire 54 via the mercury 46 having a lower electric resistance.
The value of the current flowing through the circuit becomes relatively larger than that in the horizontal state, and the value of the back electromotive force generated in the output resistor 52 increases accordingly. In other words, the more the closed container 47 is tilted forward and downward from the horizontal state, the larger the potential difference is generated in the output resistor 52, and the potential difference is output from the output terminal 55 as a tilt signal. .

Next, the operation of the present embodiment will be described with reference to the flowchart of FIG. 5 showing the processing operation of the controller 37 during traveling.

That is, first, the controller 37
S In 1, the vehicle speed signal, engine speed signal, throttle
Torque opening signal, acceleration signal, brake signal and tilt signal
After performing the reading process of the 2 for speed signal
Based on whether the vehicle speed v is 20 (km / h) or more
to decide. At that time, when the vehicle speed v is 20 (km / h) or more,
Is obtained, the controller 37 proceeds to the next step.
Step S Slot 3 based on throttle opening signal
Judge whether the throttle valve is fully closed and
If it is determined that the shutter is fully closed, step S 4 with foot brake
Foot shake based on the brake signal from switch 44
It is determined whether the key has been depressed. In addition,
When the foot brake switch 44 is
Outputs brake signal when depressed beyond the depressed amount
It is supposed to.

Then, the controller 37 determines in step S 4
Confirm that the vehicle is not braking from the results of
First, step S 5, the tilt signal from the tilt sensor 45
It is determined whether or not the vehicle is traveling on a flat road based on.
When it is determined that the vehicle is traveling on a flat road, the controller 37
Is Step S 6 and the acceleration a is -0.1 (G)
It is determined whether it is greater than
Top S Execute predetermined downshift control at 7 and return
I do. In this downshift control, the belt-type stepless variable
Primary oil chamber 35 and secondary oil in speed mechanism 6
The working oil pressure in the chamber 36 is
It is operated to the lower gear ratio side by hydraulic oil supply / discharge control.
As a result, the rotational speed of the secondary shaft 7 decreases,
Is in a working state. On the other hand, the controller 37
Step S If NO is determined in step 6, step S Realize 7
Return without executing. As a result, on a flat road, the acceleration a
Is -0.1 (G), that is, deceleration converges to 0.1 (G)
Then, a slight deceleration state is set.

Next, the controller 37 executes the above step S
If it is determined in step S5 that the road is not a flat road, step S 8
Also descends based on the inclination signal from the inclination sensor 45.
It is determined whether the vehicle is on a slope. If you determine that it is downhill,
The controller 37 proceeds to step S 9 and the acceleration a
It is determined whether or not it is greater than 0 (G), and YES is determined.
Then step S Executes predetermined downshift control at 10
And return. On the other hand, the controller 37
Top S If NO is determined in step 9, step S Run 10
Return without. As a result, on a downhill, acceleration a
± 0 (G), that is, deceleration converges to ± 0 (G) and accelerates
There is no running state.

As described above, since the target deceleration is different between the flat road and the downhill road, the engine braking characteristics corresponding to the road surface gradient can be obtained.

Then, the controller 37 determines in step S
5, S As a result of executing 8, it is not a flat road nor a downhill
If determined, step S Run 11 for normal gear ratio system
After returning, return.

Further, the controller 37 determines in the above step S
If it is determined in step 4 that the vehicle is in the braking state,
Top S 12 and the predetermined downshift control was performed.
Return later. As a result, the foot brake
In addition to the braking force from the operation, the engine brake also works,
The vehicle speed v decreases rapidly. And when stopped
Means that the belt-type continuously variable transmission mechanism 6 is in a low speed ratio state.
You.

It should be noted that the controller 37 determines in step S
It is determined that the vehicle speed v is less than 20 (km / h) in 2
Step S Jump to step 11
S Step S also when NO is determined in step 3 11 Heja
Pump.

[0034]

As described above, according to the present invention, the target value of the deceleration is changed by the deceleration changing means on the basis of the road gradient detected by the road gradient detecting means at the time of engine braking, and the speed change received therefrom The ratio control means controls the speed ratio so that, for example, on a flat road, the vehicle is in a slightly decelerated state, and on a downhill road, the vehicle is not in an accelerated state. Therefore, appropriate engine braking characteristics according to the road surface gradient are realized. As a result, an effect that a good engine braking feeling can be given to the driver can be obtained.

[Brief description of the drawings]

FIG. 1 is a functional block diagram of the present invention.

FIG. 2 is a skeleton diagram of the continuously variable transmission according to the embodiment of the present invention.

FIG. 3 is a control system diagram.

FIG. 4 is a schematic configuration diagram showing an example of the tilt sensor.

FIG. 5 is a flowchart showing a processing operation executed by the controller during traveling.

[Explanation of symbols]

1 continuously variable transmission 37 speed ratio control means, deceleration change means (controller) 45 road surface gradient detection means (inclination sensor)

Claims (1)

[Claims] 1. A speed change control device for a continuously variable transmission mounted on a vehicle, comprising: a speed ratio control means for controlling a speed ratio so as to obtain a target value of a predetermined deceleration during engine braking; And a deceleration changing means for changing the target value of the deceleration based on the road slope obtained by the detecting means. Transmission control device.