JPH11141676A - Continuously variable transmission device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a continuously variable transmission device in which the fixed gear ratio characteristic for each shift range in the manual shift mode operation is made selectable in conformity to the taste of the driver. SOLUTION: A normal D-shift pattern and a Ds-shift pattern in which the whole fixed gear ratio characteristic is set to nearer the low geared side than the D-shift pattern are stored in memory as shift patterns in the manual shift mode operation. When the driver turns on the manual mode switch, the range setting of a select lever is sensed (S3 and S4), and if in D-range, the D-shift pattern should be selected (S5), and if in Ds-range, the Ds-shift pattern should be selected, and the fixed gear ratio corresponding to the shift range selected by up-shifting or down-shifting on the basis of the selected shift pattern is fixed as the target gear ratio.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a continuously variable transmission having an automatic shift mode and a manual shift mode as shift modes.

[0002]

2. Description of the Related Art The speed change range of a continuously variable transmission mounted on a vehicle includes a speed change ratio from a low to an overdrive which provides a fuel efficiency based on a throttle opening, a vehicle speed or an engine speed. Some automatic shift ranges include a D (drive) range for continuous control and a Ds (sport mode) range with high sportiness with emphasis on acceleration / deceleration characteristics. When the operation is performed by the operation of the select lever, and when the select lever or the like is provided at a position where the driver can easily operate.
In some cases, this operation is performed by operating the s changeover switch.

[0003] In addition, a recent continuously variable transmission has a manual transmission (M) in addition to a normal automatic transmission mode in which a gear ratio is continuously controlled according to an operation state.
/ T) Some vehicles, such as cars, have a manual shift mode in which a shift speed can be arbitrarily selected. For example, JP-A-9
No. 229182 discloses that M
When a (manual) range is added and the select lever is shifted from the D range to the M range, the shift mode is switched to the manual shift mode. When the select lever is tilted to the (+) side in the M range, the shift speed is changed. There is disclosed a technique in which an upshift is performed, and a downshift is performed when tilted to the (−) side.

[0004] Japanese Patent Publication No. 6-511068 (International Application No. PCT / EP92 / 1155) discloses that the shift mode is set to an automatic shift mode or a manual shift mode with the select lever set to the D range. A technique that can be arbitrarily switched is disclosed.

That is, in this prior art, when the select lever is set to the D range and a manual mode switch provided on the select lever or the steering wheel is turned on, the shift mode is changed from the automatic shift mode to the manual shift mode. The gear ratio is changed to a plurality of fixed gears, and when the driver presses a shift switch provided on the select lever or the steering wheel, which operates like a seesaw, an upshift is performed on the UP side and a downshift is performed on the DOWN side. . Further, this prior art discloses a technique for automatically changing a fixed gear position number and a fixed gear ratio pattern in a manual shift mode from a running pattern.

[0006]

SUMMARY OF THE INVENTION However, Japanese Patent Application Laid-Open No. Hei 9-2
In the technique disclosed in Japanese Patent No. 29182, it is not possible to switch from the state in which the select lever is set to the Ds range to the manual shift mode, so that the operability is poor and the driver cannot meet the expectations of the driver.

As a countermeasure, for example, as shown in FIG. 9, the select operation section 1 is provided with only a normal shift gate 1a, and a manual mode switch is provided at a position where the driver can easily operate such as the select lever 2. 3 and a seesaw-shaped shift switch 4 for operating an upshift and a downshift, the manual mode switch 3 is turned on even when the select lever 2 is set to the Ds range. Thus, the shift mode can be switched from the automatic shift mode to the manual shift mode, and an upshift operation or a downshift operation can be performed in the Ds range.

Further, as shown in FIG. 10, an M gate 1b is provided adjacent to the shift gate 1a, and a D-Ds changeover switch 5 is provided at a position such as the select lever 2 where the driver can easily operate. Also, if the D-Ds switch 5 is turned on with the select lever 2 set to the M gate 1b, the traveling mode can be switched from the D mode to the Ds mode.

However, for example, even when the driver switches the driving mode from the D mode to the Ds mode in anticipation of strong engine braking during traveling on a downhill road in the manual shift mode, there is only one kind of shift pattern. In such a case, the gear ratio does not change, and therefore, there is no change in the vehicle behavior, which gives the driver an uncomfortable feeling.

On the other hand, when the shift pattern is automatically switched according to the running state as in the technique disclosed in Japanese Patent Application Laid-Open No. 6-511068, the gear position according to the driver's expectation is changed. Cannot be selected, giving a sense of incongruity.

The present invention has been made in view of the above circumstances, and has as its object to provide a continuously variable transmission capable of obtaining traveling performance in accordance with a driver's expectation even when traveling in a manual transmission mode. Aim.

[0012]

In order to achieve the above object, a first continuously variable transmission according to the present invention includes an automatic transmission mode and a manual transmission mode as a transmission mode, and a target transmission ratio based on an engine operating state. And a fixed gear ratio setting unit that sets a target fixed gear ratio in accordance with an upshift signal or a downshift signal based on a shift pattern in which a fixed gear ratio corresponding to each gear is stored. And controlling the speed ratio of the continuously variable transmission so as to match the target speed ratio in the automatic speed mode and to match the target fixed speed ratio in the manual speed mode. In the setting part,
A plurality of shift patterns having different fixed speed ratio characteristics are selectively stored.

The second continuously variable transmission is a first continuously variable transmission, wherein the fixed speed ratio setting section includes a fixed first shift pattern and a fixed first shift pattern set in the first shift pattern. A second shift pattern having a fixed gear ratio characteristic in which the entire gear ratio characteristic is shifted to the low geared side is stored.

A third continuously variable transmission according to the first or second continuously variable transmission, wherein the fixed speed ratio setting section sets a normal first shift pattern and the first shift pattern. And a second shift pattern in which a larger number of gears than the number of gears are set.

A fourth continuously variable transmission is the second or third continuously variable transmission, wherein the fixed gear ratio setting section includes a downshift when the first shift pattern is switched to the second shift pattern. And means for causing it to be provided.

In a fifth continuously variable transmission according to any one of the second to fourth continuously variable transmissions, the fixed speed ratio setting section may include a switch for switching from the first shift pattern to the second shift pattern. Means for comparing and setting the change speed of the first pulley before and after the change with the set value.

A sixth continuously variable transmission is characterized in that, in the fifth continuously variable transmission, the set value is variably set based on a vehicle speed.

That is, in the first continuously variable transmission, when the driver switches the shift mode from the automatic shift mode to the manual shift mode, the fixed speed ratio corresponding to each shift speed is determined based on the shift pattern selected by the driver. Is up-shifted or down-shifted in accordance with an up-shift signal or a down-shift signal. A plurality of the shift patterns are stored, each having a different fixed speed ratio characteristic,
By appropriately selecting the shift pattern by the driver, traveling characteristics that match the driver's preference can be obtained.

In the second continuously variable transmission, in the first continuously variable transmission, the normal first transmission is used as the shift pattern.
And a second shift pattern having a fixed gear ratio characteristic obtained by shifting the entire gear ratio to the lower geared side with respect to the fixed gear ratio characteristic set in the first shift pattern. By switching the shift pattern from the first shift pattern to the second shift pattern during deceleration traveling in the shift mode, stronger engine brake can be applied.

In the third continuously variable transmission, the first or the second
In the continuously variable transmission of the present invention, as the shift pattern,
Since the normal first shift pattern and the second shift pattern in which the number of gears is larger than the number of gears set in the first shift pattern are stored, the same gear is used. Also, the difference in the fixed speed ratio characteristics between the first shift pattern and the second shift pattern becomes clear,
Further, even when the fixed gear ratio characteristic of the second shift pattern is set on the low geared side, the gear stage can be set up to the overdrive side.

In the fourth continuously variable transmission, the second or third continuously variable transmission is used.
In the continuously variable transmission of the above, when the driver switches the shift pattern from the first shift pattern to the second shift pattern while the vehicle is traveling in the manual shift mode, the downshift is performed. During traveling, the engine brake can be strongly applied by switching the shift pattern in addition to the normal downshift operation.

In the fifth continuously variable transmission, in any one of the second to fourth continuously variable transmissions, the driver may change from the first shift pattern to the second shift pattern while the driver is traveling in the manual shift mode. By setting the shift speed at the time of switching by comparing the amount of change in the number of revolutions of the first pulley before and after the switching with a set value, for example, the shift pattern can be changed from the first shift pattern to the Even when the shift pattern is switched to the second shift pattern, the engine brake can be operated appropriately without being too small or too large.

In the sixth continuously variable transmission, in the fifth continuously variable transmission, the set value is variably set based on the vehicle speed, so that a satisfactory deceleration feeling can be obtained in the entire operation range.

[0024]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. 1 to 6 show a first embodiment of the present invention. FIG. 6 shows an overall schematic view of the continuously variable transmission. Reference numeral 11 in FIG.
1 is a forward / reverse switching device 13 mainly composed of a synchromesh or a planetary gear or the like via an output clutch 12 such as an electromagnetic clutch or a torque converter.
It is installed continuously.

The forward / reverse switching device 13 is connected to an input side of a primary pulley 14a, which is a first pulley of the continuously variable transmission 14, and includes a primary pulley 14a and a second pulley provided opposite thereto. A certain secondary pulley 14d
And a belt 14e is wound between them.

Further, the output side of the secondary pulley 14d is connected to a differential device 15b via a reduction gear train 1a of a final reduction device 15, and a drive wheel 16a for front wheels or rear wheels is mounted on the differential device 15b. The shaft 16 is provided continuously.

The continuously variable transmission 14 has a pulley groove width set by a primary pressure supplied to a primary working chamber 14f provided on the primary pulley 14a, and supplies a secondary working chamber 14g provided on a secondary pulley 14d. With the applied secondary pressure, a tension required for torque transmission is applied to the secondary pulley 14d. The primary pressure and the secondary pressure are set in a transmission control unit (TCU) 31, which will be described later, based on the engine operating state, and the groove widths of both pulleys 14a, 14d in the continuously variable transmission 14 are set in an inversely proportional state. To obtain a desired gear ratio.

Next, the hydraulic circuit of the continuously variable transmission will be described. On the discharge side of the engine-driven oil pump 21,
The secondary working chamber 14g, the line pressure control valve 23, and the shift control valve 24 are communicated via the line pressure oil passage 22.
The shift control valve 24 is connected to the primary working chamber 14f via an oil passage 29. The line pressure oil passage 22 is
Further, it is connected to one of the line pressure control solenoid valve 25a, the primary pressure control solenoid valve 25b, and the shift control valve 24, which constitute the shift control actuator 25, through the orifice 26.
The line pressure PL flowing through the two solenoid valves 25
a, 25b.

The two solenoid valves 25a and 25b release the pressure by, for example, an ON operation, and output a hydraulic pressure equal to the line pressure PL by an OFF operation to generate a pulse-like control pressure, based on the duty signal output from the TCU 31. . Then, the control pressure from the line pressure control solenoid valve 25a acts on the line pressure control valve 23 via the oil passage 27, and the primary pressure control solenoid valve 25b acts on the shift control valve 24 via the oil passage 28. Works.

The line pressure control valve 23 sets the line pressure PL based on the actual gear ratio i and the engine torque T by the control pressure from the line pressure control solenoid valve 25a. Further, in the shift control valve 24, the balance between the line pressure PL, which is the original pressure, and the control pressure from the primary pressure control solenoid valve 25 b is balanced by the shift control valve 2.
The oil supply position connecting the oil passage 22a upstream of the oil passage 4 and the oil passage 29 communicating with the primary working chamber 14f;
a, 29 is operated to the oil discharge position where the oil passage 29 is drained and the primary working chamber 14f is operated.
The shift control is performed by controlling the primary pressure supplied to the motor.

The primary pulley 14a of the continuously variable transmission 14 is provided with a primary pulley rotation speed sensor 8, while the secondary pulley 14d is provided with a secondary rotation speed sensor 9.

The hydraulic pressure supplied to the primary working chamber 14f and the secondary working chamber 14g is set by the TCU 31. The TCU 31 includes an engine speed sensor 36,
Throttle opening sensor 37, inhibitor switch 38 for detecting the range position of select lever 2, manual mode switch 3, upshift switch 4a, down switch 4b (see FIG. 9), primary pulley rotational speed sensor 8, secondary rotational speed sensor 9 is connected.

The shift control in the TCU 31 includes an automatic shift mode and a manual shift mode. As shown in FIG. 9, the select lever 2 of the select operation unit 1 provided in the console box in the vehicle compartment is set to the D position or Ds
When the gear is set to the position and the manual mode switch 3 provided on the knob of the select lever 2 is turned on, the shift mode is switched from the automatic shift mode to the manual shift mode. And in the manual shift mode,
When the up switch 4a of the seesaw-shaped shift switch 4 is pressed, the shift stage is up-shifted, and the down switch 4
Pressing b shifts down. The shift speed in the manual shift mode is a fixed shift speed such as a 6-speed shift or an 8-speed shift, and the driver operates the shift switch 4 to operate the shift speed as in a normal M / T vehicle. Can be appropriately selected.

FIG. 1 is a functional block diagram of a shift control process executed by the TCU 31. The TCU 31 calculates a control amount (duty ratio) for the line pressure control solenoid valve 25a and the primary pressure control solenoid valve 25b based on the input output signals from the sensors and the like.

First, a control system for the automatic shift mode will be described. The actual gear ratio calculating unit 41 calculates the actual gear ratio i (i = i) from the primary pulley rotational speed Np and the secondary pulley rotational speed Ns calculated based on the output signals of the primary pulley rotational speed sensor 17 and the secondary pulley rotational speed sensor 18. Np / Ns) is calculated.

The target primary pulley rotation speed setting unit 42 is provided for each of the driving ranges such as D range, Ds range, and R range based on the range position signal output from the inhibitor switch 38 for detecting the range position of the select lever 2. A corresponding map is selected from the target primary pulley rotation speed map, and the target primary pulley rotation speed map is determined based on the actual speed ratio i and the throttle opening θ calculated based on the output signal of the throttle opening sensor 37. With reference to this, the target primary pulley rotation speed NpO is set.

The target speed ratio calculating section 43 calculates a target speed ratio is based on the target primary pulley speed NpO and the secondary pulley speed Ns (is = N).
pO / Ns).

The target pulley position converter 44 sets a target pulley position es of the primary pulley 14a by referring to a table based on the target gear ratio is. The actual pulley position converter 45 sets the actual pulley position e by referring to the table based on the actual speed ratio i. The tables referred to by the pulley position conversion units 44 and 45 store pulley position data having a small value at the low gear and a large value at the high gear.

When shifting control is performed by changing the oil amount v of the primary working chamber 14f by means of the shift control valve 24, the oil amount v depends on the primary pulley working chamber 14f.
Is the function of the actual pulley position e, the flow rate Q is: Q = dv / dt = df (e) / dt. Here, since the shape of the primary working chamber 14f is constant and the oil amount v is proportional to the pulley position e, the flow rate Q completely corresponds to the pulley position changing speed de / dt one-to-one. . The flow rate Q controlled when the duty ratio D of the operation amount is output to the shift control valve 24 is a function of the duty ratio D, the line pressure PL, and the primary pressure Pp. P
L, the primary pressure Pp is a function of the actual pulley position e corresponding to the actual gear ratio i, and Q = f (D, e) holds. Therefore, de / dt = f (D, e), and D = f (de / dt, e) holds. From this, it is understood that the duty ratio D can be determined without any correction by the pulley position changing speed de / dt and the actual pulley position e.

On the other hand, the pulley position changing speed de / dt is
It can be represented by the deviation between the target pulley position es and the actual pulley position e. When the target pulley position change speed des / dt is added in advance as a phase advance element in order to improve the convergence due to the primary delay of the drive system of the continuously variable transmission, the pulley position change speed de / dt is determined as follows. be able to. de / dt = K1 (es−e) + K2 · des / dt (1) where K1 and K2 are coefficients.

As described above, the actual speed ratio i and the target speed ratio is
Is replaced with the actual pulley position e and the target pulley position es, and the duty ratio D is determined by calculating the pulley position change speed de / dt using the above equation.

The target pulley position es is read by the target pulley position change speed calculating section 46. The target pulley position change speed calculating section 46 calculates a target pulley position change speed des / dt based on a change amount Δes of the target pulley position es for each fixed time Δt.

The pulley position change speed calculating section 47 reads the actual pulley position e, the target pulley position es, the target pulley position change speed des / dt, and the coefficients K1 and K2 stored in the coefficient setting section 48. The pulley position change speed de / dt is calculated from the above equation (1).

In the duty ratio setting section 49, based on the actual pulley ratio e and the pulley position change speed de / dt, the duty ratio can be obtained by referring to a map or by calculation from the relationship of D = f (de / dt, e). The ratio Dp is set, and the primary pressure control solenoid valve 25 is
Output to b.

As a result, the primary pressure control solenoid valve 25b controls the groove width of the primary pulley 14a so that the actual speed ratio i converges on the target speed ratio is.

On the other hand, the engine torque calculator 51 of the line pressure control system calculates the throttle opening θ and the engine speed NE calculated based on the output signal of the engine speed sensor 36 which can be substituted by a crank angle sensor. Based on the map, the engine torque T is calculated with reference to the map.

The required line pressure setting section 52 sets the required line pressure PLU per unit torque by referring to the table based on the actual pulley position e.

The target line pressure calculation section 53 calculates a target line pressure PLO based on the required line pressure PLU and the engine torque T (PLO = PLU · T).

The maximum line pressure setting section 54 sets the maximum line pressure PLM for the engine speed NE at the actual pulley position e by referring to a map based on the engine speed NE and the actual pulley position e. That is, in the engine-driven oil pump 21, since the discharge pressure changes according to the engine speed NE, it is necessary to set a maximum line pressure in the engine operating state.

The duty ratio setting unit 55 reads the target line pressure PLO and the maximum line pressure PLM, and sets a duty ratio DL which is a ratio of the target line pressure PLO when the maximum line pressure PLM is set to 100%. The driving force is output to the secondary pressure control solenoid 25a via the drive unit 56.
As a result, the secondary pressure control solenoid 25a operates to control the line pressure PL to the target line pressure PLO.

Next, a control system for the manual shift mode will be described. When the driver turns on the manual mode switch 3 with the select lever 2 set to the D range or the Ds range, the shift mode is switched from the automatic shift mode to the manual shift mode.

In the fixed gear ratio setting section 57, when an ON signal is output from the manual mode switch 3, the select lever 3 is set to the D range or the Ds range based on the range position signal output from the inhibitor switch 38. In the D range, a normal D shift pattern is selected. When the D range is set, a Ds shift pattern set for sporty driving performance is selected.

FIG. 3 shows fixed speed ratio characteristics at each shift speed of the D shift pattern and the Ds shift pattern when the manual shift mode is selected. The D shift pattern indicated by the solid line is set corresponding to the gear ratio of a normal M / T vehicle, and is set at six shift speeds from the first to sixth speeds. The entire stage is shifted to the low geared side, and the target primary pulley rotation speed NpO is set higher than the D shift pattern so that sportiness can be obtained. Therefore, if the Ds shift pattern is selected in the manual shift mode, the shift operation can be performed with the same feeling as that of the Ds position selected in the automatic shift mode, and the traveling performance that meets the driver's expectation can be obtained.

Further, when the manual mode switch 3 outputs an ON signal, the fixed speed ratio setting section 57 fixes the target speed ratio is at that time as an initial target fixed speed ratio. Further, when the select lever 3 is switched from the D range to the Ds range or from the Ds range to the D range during the control in the manual shift mode,
The traveling pattern is switched from the D shift pattern to the Ds shift pattern, or from the Ds shift pattern to the D shift pattern. At this time, the same gear as the gear selected immediately before the switching is selected. The corresponding gear ratio is read from the shift pattern and fixed as the initial target fixed gear ratio.

The target gear ratio switching unit 58 outputs the initial fixed gear ratio as the target gear ratio is to the target pulley position converter 44. The target pulley position converter 44 sets the target pulley position es corresponding to the target gear ratio is in the same manner as in the case of the control in the automatic transmission mode.

Therefore, for example, when the driver is traveling on a downhill road in the manual shift mode, the select lever 3 is shifted from the D range to the Ds.
When the range is switched, the driving pattern is switched from the D shift pattern to the Ds shift pattern, so that the gear ratio is automatically shifted to the low geared side, and a strong engine brake can be applied.

Next, the driver operates the upshift switch 4
a, or when the downshift switch 4b is turned on to output an upshift signal or a downshift signal, the fixed gear ratio setting unit 57 sets the shift-up direction or shift closest to the initial target fixed gear ratio. The fixed speed ratio corresponding to the down speed is selected from the D shift pattern or the Ds shift pattern, and the fixed speed ratio is fixed as the target fixed speed ratio is and output to the target speed ratio switching unit 58. I do. As a result, the target pulley position conversion unit 44 sets the target pulley position e based on the target fixed gear ratio is in the same manner as described above.

Thereafter, the driver operates the upshift switch 4
a, or every time the downshift switch 4b is turned ON, the shift speed is upshifted or downshifted within the range of the shift speed set by the D shift pattern or Ds shift pattern, and corresponds to the upshifted or downshifted shift speed. The target gear ratio is set as the target pulley position es, and the primary pressure control solenoid valve 25b is operated so that the actual pulley position e matches the target pulley position es.

As described above, when the driver turns on the manual mode switch 3 and selects the manual shift mode, the D shift pattern or the D shift pattern set in advance is set.
The fixed gear can be freely upshifted or downshifted according to the driver's intention according to the s shift pattern.

D shift pattern, Ds shift pattern,
Alternatively, the selection of the normal traveling pattern is executed according to a shift pattern selection routine shown in FIG.

First, in step S1, the value of the output signal from the manual mode switch 3 is referred to, and in the automatic shift mode in which the manual mode switch 3 is OFF, the routine is exited. In the automatic shift mode, the shift pattern corresponding to the travel range position is selected as described above.

If it is determined in step S1 that the manual mode switch 2 is in the manual shift mode in which the manual mode switch 2 is ON, the process proceeds to step S2, and the range position signal output from the inhibitor switch 38 in steps S2 and S3. Then, the range position of the select lever 2 is checked. If the D range switch is set to the ON D range, the process proceeds to step S4, where the D shift pattern is selected and the routine exits. If the Ds range switch is set to the ON Ds range, the process proceeds from step S3 to step S5, where the Ds shift pattern is selected and the routine exits.

The Ds shift pattern is the same as that shown in FIG.
In addition to the fixed speed ratio characteristics shown in FIG. 4, it is also possible to set the cross ratio by narrowing the interval of the fixed speed ratio corresponding to each speed as shown by the broken line in FIG. By setting the fixed gear ratio corresponding to each gear to the cross ratio, for example, while the driver is traveling in the manual shift mode, the selector lever is switched from the D range to the Ds range, thereby providing more sporty traveling performance. Obtainable.

Further, the number of gears in the Ds shift pattern is
It is also possible to set different values for the number of gears in the D shift pattern indicated by the solid line. For example, as shown by a broken line in FIG. 5, by setting the Ds shift pattern to an 8-speed shift, the difference in the fixed speed ratio becomes clearer for each mode as compared with the D-shift pattern of the 6-speed shift shown by the solid line. By increasing the number of gears in the Ds mode, it is possible to set gears up to overdrive even if the shift pattern is set to the cross ratio.

FIGS. 7 and 8 show a second embodiment of the present invention. In the present embodiment, when the select lever is switched from the D range to the Ds range while the vehicle is traveling in the manual shift mode, after the switching based on the difference between the current primary pulley rotation speed Np and the target primary pulley rotation speed NpO after the switching. The speed to be read is determined from the Ds shift pattern of FIG.

More specifically, the shift stage after the driving mode is switched to the Ds mode is set by the shift control routine shown in FIG.

First, at step S11, it is determined whether or not the select lever has been switched from the D range to the Ds range based on the range position signal output from the inhibitor switch 38. When the select lever has been switched from the D range to the Ds range, Proceeding to step S12, the Ds shift pattern is read, and based on the current gear stage A and the vehicle speed V, referring to the Ds shift pattern, the target primary pulley rotation speed Np0
In step S13, a target primary pulley rotation speed change amount DNpO is calculated from the difference between the target primary pulley rotation speed NpO and the actual primary pulley rotation speed Np (DNpO ← NpO−Np).

In step S14, the target primary pulley rotation speed change amount DNpO is compared with the set value α. If DNpO> α, the process proceeds to step S15, where the gear A is upshifted (A ← A + 1), step S
Then, the program proceeds to S16, where the target primary pulley rotation speed NpO is set again with reference to the Ds shift pattern based on the shift stage A and the vehicle speed V after the upshift. The target primary pulley rotation speed change amount DNpO is calculated from the difference from the rotation speed Np.

Next, in step S18, the target primary pulley rotational speed change amount DNpO is compared with a set value α, and if DNpO> α, the process returns to step S15, where DN
The upshift is repeated until pO ≦ α.

When DNpO ≦ α, the routine proceeds to step S19, in which the set gear stage A is downshifted (A ← A-1), and the routine proceeds to step S20, where the gear stage A after the downshift is established. The corresponding target fixed speed ratio is is set, and the routine exits.

That is, when the select lever is moved from the D range to Ds
The target primary pulley rotation speed change amount DNpO, which is the difference between the target primary pulley rotation speed NpO and the actual primary pulley rotation speed Np when switching to the range, is set to α.
If the target primary pulley rotational speed change amount DNpO after the upshift is larger than or equal to the set value α, the operation of the engine brake hardly changes even if the vehicle is decelerated at the speed A after the upshift. A target fixed speed ratio is set corresponding to the shift speed A before the upshift is set, and the engine brake is appropriately operated. Also, the target primary pulley rotation speed change amount DNpO after the upshift is still
If it is larger than the set value α, the upshift is repeated until the target primary pulley rotation speed change amount DNpO becomes less than or equal to the set value α. By setting the gear ratio is,
Prevents excessive operation of the engine brake.

On the other hand, in step S14, DNpO ≦
If it is determined to be α, the process branches to step S21, where the gear A is downshifted by one gear (A ← A-1). In step S22, the Ds shift pattern is referred to based on the gear A and the vehicle speed V. And the target primary pulley rotation speed Np
O is set, and in step S23, the target primary pulley rotation speed change amount DNpO is calculated from the difference between the target primary pulley rotation speed NpO and the set value α, and step S24 is performed.
Then, the target primary pulley rotational speed change amount DNpO is compared again with the set value α. If DNpO ≦ α, the process returns to step S21, and the gear A is increased by 1 until DNpO> α.
Downshift step by step.

When DNpO ≦ α, the routine proceeds to step S20, where the target fixed gear ratio is corresponding to the gear A downshifted in step S21 is set with reference to the Ds shift pattern, and the routine exits.

That is, when the select lever is moved from the D range to Ds
Target primary pulley rotation speed N when switching to range
When the target primary pulley rotation speed change DNpO, which is the difference between pO and the actual primary pulley rotation speed Np, is equal to or less than the set value α, and the target primary pulley rotation speed change DNpO after the downshift is larger than the set value α. By setting the target fixed gear ratio is corresponding to the gear position A set in step S21, the engine brake is prevented from acting too small. If the target primary pulley rotation speed change amount DNpO after the downshift is still equal to or smaller than the set value α, the downshift is repeated until the target primary pulley rotation speed change amount DNpO becomes larger than the set value α. When it becomes larger, the function of the engine brake is made appropriate by setting the target fixed gear ratio is corresponding to the gear position A set in step S21.

As a result, the engine brake when the select lever is switched from the D range to the Ds range during traveling in the manual shift mode does not become too small or too large, and an appropriate deceleration feeling can be obtained by the engine brake.

Although the set value α may be a fixed value,
As shown in FIG. 8, it may be a variable value set based on a vehicle speed V or the like which is a representative parameter for detecting a running state. Also, instead of the actual primary pulley rotation speed Np,
The target primary pulley rotation speed before switching may be used. Further, the shift speed A after switching to the Ds range may be set based not only on the rotational speed of the primary pulley, but also on the speed ratio, expected deceleration, and the like.

In the second embodiment, the D range is changed to the D range.
Although the switching to the s range has been described, it is also possible to apply the Japanese invention by completely reducing the D range from the Ds range. In this case as well, the target speed ratio is is set corresponding to the gear position set such that the difference between the rotational speeds of the primary pulley before and after the switching is within a set value.

The present invention is not limited to the above embodiments. For example, instead of using a switch to switch the shift mode from the automatic shift mode to the manual shift mode, as shown in FIG. It is needless to say that the present invention can be applied to a case where the operation is performed by switching the lever to the manual range.

Further, the target primary pulley rotation speed may be set by referring to a map based on the secondary pulley rotation speed and the throttle opening.

[0080]

According to the first aspect of the present invention, in the manual shift mode, the driver selects one shift pattern from a plurality of shift patterns having different fixed speed ratio characteristics, thereby satisfying the driver's preference. Suitable running characteristics can be obtained.

According to the second aspect of the present invention, the shift pattern in the manual shift mode is the same as the normal first shift pattern and the fixed speed ratio characteristic set in the first shift pattern. Since the second shift pattern having the fixed gear ratio characteristic shifted to the low geared side is stored, the shift pattern is changed from the first shift pattern to the second shift pattern, for example, during deceleration traveling in the manual shift mode. By switching, a stronger engine brake can be applied, and traveling in accordance with the driver's expectation can be performed.

According to the third aspect of the invention, as the shift pattern, a normal first shift pattern and a larger number of gears than the number of gears set in the first shift pattern are set. Since the second shift pattern is stored, the difference in the fixed speed ratio characteristics between the first shift pattern and the second shift pattern becomes clear even at the same gear, and the driver travels in both shift patterns. When the fixed gear ratio characteristic of the second shift pattern is set to the low geared side, the gear position can be set up to the overdrive side. The dynamic range expands.

According to the fourth aspect of the invention, when the driver switches the shift pattern from the first shift pattern to the second shift pattern while the vehicle is traveling in the manual shift mode, the downshift is performed. For example, when traveling on a downhill road, in addition to the downshift operation within the same shift pattern, it becomes possible to apply a stronger engine brake by switching the shift pattern,
By learning the difference in the sense of deceleration between the engine brake obtained by downshifting within the same shift pattern and the engine brake obtained by switching the shift pattern, the driver can properly adjust the engine brake that was in the running state. It becomes possible to select.

According to the fifth aspect of the present invention, when the driver is traveling in the manual shift mode, the first pulley before and after the shift speed when switching from the first shift pattern to the second shift pattern is changed. Is set by comparing the amount of change in the number of rotations with the set value. For example, the shift pattern is changed from the first shift pattern to the second
Even if the shift pattern is switched to the above-mentioned shift pattern, the engine brake can be appropriately operated without excessively or excessively acting, and traveling in accordance with the driver's expectation can be performed.

According to the sixth aspect of the present invention, since the set value is variably set based on the vehicle speed, the driver can obtain a satisfactory feeling of deceleration in the entire driving range.

[Brief description of the drawings]

FIG. 1 is a functional block diagram of a transmission control device according to a first embodiment of the present invention.

FIG. 2 is a flowchart showing a shift pattern selection routine.

FIG. 3 is a characteristic diagram showing a shift pattern in the manual shift mode.

FIG. 4 is a characteristic diagram showing a shift pattern in a manual shift mode according to another embodiment.

FIG. 5 is a characteristic diagram showing a shift pattern in a manual shift mode according to another embodiment.

FIG. 6 is a configuration diagram of the continuously variable transmission.

FIG. 7 is a flowchart showing a shift control routine according to a second embodiment of the present invention.

FIG. 8 is a characteristic diagram of a set value of the same.

FIG. 9 is a perspective view of a conventional select operation unit.

FIG. 10 is a perspective view of a conventional select operation unit according to another embodiment.

[Explanation of symbols]

 43: target speed ratio calculating unit 57: fixed speed ratio setting unit is: target speed ratio, target fixed speed ratio Npo: target primary pulley rotation speed Ns: secondary pulley rotation speed V: vehicle speed α: set value

Claims (6)

[Claims] An automatic transmission mode and a manual transmission mode are provided as a transmission mode, and a target transmission ratio calculating section for calculating a target transmission ratio based on an engine operating state, and a fixed transmission ratio corresponding to each gear position are stored. A fixed gear ratio setting unit that sets a target fixed gear ratio in accordance with an upshift signal or a downshift signal based on a shift pattern that is set. In a continuously variable transmission that sometimes controls the speed ratio of the continuously variable transmission to match the target fixed speed ratio, a plurality of shift patterns having different fixed speed ratio characteristics are freely selectable in the fixed speed ratio setting unit. Continuously variable transmission device stored in a storage device. 2. The fixed gear ratio setting section according to claim 1, wherein said fixed gear ratio setting section shifts the entire gears to a lower geared side with respect to a normal first shift pattern and a fixed gear ratio characteristic set in said first shift pattern. 2. The continuously variable transmission according to claim 1, wherein a second shift pattern having characteristics is stored. 3. A second shift pattern in which a fixed first gear ratio setting section sets a normal first shift pattern and a number of gears greater than the number of gears set in the first shift pattern. The continuously variable transmission according to claim 1 or 2, wherein? 4. The fixed speed ratio setting unit according to claim 2, further comprising means for downshifting when switching from the first shift pattern to the second shift pattern. Continuously variable transmission. 5. The fixed speed ratio setting section includes: a speed change step for switching from the first shift pattern to the second shift pattern; a change amount of a rotation speed of the first pulley before and after the change, a set value, The continuously variable transmission according to any one of claims 2 to 4, further comprising means for comparing and setting the values. 6. The continuously variable transmission according to claim 5, wherein the set value is variably set based on a vehicle speed.