JPS5828036A - Control method of reduction ratio in speed changer - Google Patents

Abstract

PURPOSE:To smoothly perform automatic speed change operation in accordance with a load, by controlling reduction ratio of a speed changer in accordance with intake pressure of an engine. CONSTITUTION:A level of pressure, in an intake manifold portion immediately below a carburetor, is displayed to an engine intake pressure indicator, while a smoothing circuit, correspondingly changeable to a change of engine intake pressure, is directly connected to an intake manifold. Then an oil hydraulic power multiplier device is connected to the smoothing circuit, and said device allows a piston to perform reciprocating motion to change reduction ratio of a speed chnger.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a method for controlling the reduction ratio of a transmission, and its purpose is to dynamically indicate the magnitude of the load on a motive power unit such as an engine or a motor. pressure,
Based on the value of the motor's current, etc., the reduction ratio of the transmission is changed according to that value, and the reduction ratio is controlled so that the load on the prime mover can be maintained at a high level in the best possible condition. Therefore, it is an object of the present invention to provide a completely new method for controlling the reduction ratio of a transmission, which constantly maintains high performance and highly efficient dynamic characteristics, and improves the fuel consumption rate of the engine.

Ideally, the load on a motive power machine such as an engine or motor should be maintained at a high enough level to avoid an overload condition. For example, the load condition of a passenger car's engine is determined by the force applied during driving, the reduction ratio of the transmission, the intake pressure of the engine, and various other physical quantities. Now, assuming that all other physical quantities are the same, and considering the relationship between the engine's load and the engine's suction pressure, we can see that the higher the load on the engine, the higher the engine's suction pressure. The pressure is lower, so the amount of gasoline that needs to be pumped is smaller, resulting in better fuel efficiency and the ideal situation described above. However,
Is it theoretically possible to maintain this high load state under normal driving conditions? , but in reality it was completely impossible. In other words, the driver can adjust the load on the engine while driving by changing the reduction ratio of the transmission, but in doing so, it is difficult for the driver to accurately perceive the load on the engine.
Moreover, even if the edict was known, it would be impossible to actually continue operating under a high load condition.

Therefore, if you want to maintain a constant high load state, the driver will recognize the load that is correlated with the size of the nine loads on the engine, and will quickly control the reduction ratio of the transmission lever based on changes in this physical quantity. There is a need to. Although this is considered ideal in theory, concrete technical means to solve this problem have not yet been established. This problem is not limited to the example of a passenger car engine, but also applies to a load condition applied to a motor such as a generator.

The great invention focuses on the fact that the engine suction pressure in passenger cars etc. has a wI correlation with the engine load condition, and that the suction pressure can be recognized quantitatively. This is a completely new and revolutionary control method that can smoothly control the reduction ratio of the engine. The reduction ratio of the transmission is controlled by transmitting values such as suction pressure to the transmission via electrical or mechanical means.

Hereinafter, the control method of the great invention will be explained according to an embodiment shown in the drawings.

First, as shown in the flow diagram of Fig. 1, an engine intake pressure indicator is directly connected to the intake manifold so that the magnitude of the pressure in the intake manifold directly below the carburetor (not shown) can be displayed on the engine intake pressure indicator. On the other hand, a smoothing circuit is directly connected to the intake manifold, which can change in response to changes in the engine suction pressure, that is, the LE force at the intake manifold portion. Next, a hydraulic booster is connected to the smoothing circuit, a piston is connected to the hydraulic booster, and the reciprocating motion of the piston causes the speed change ring (2) of the planetary cone continuously variable transmission tl+ shown in FIG. ) is attached to the piston so that when the engine suction pressure is high, that is, when the pressure at the intake manifold portion is low, the speed change ring (2) is shifted to a direction with a large reduction ratio (u1).

After installing the smoothing circuit, hydraulic booster, piston, and filtration gear transmission (1) that can operate in response to changes in the pressure of the intake manifold,
When driving a passenger car, first turn the shift knob (not shown)
From the N state, that is, the state in which the input side clutch (3) and the output side clutch (4) in FIG. 2 are off; the shift knob is set to D, and only the input side clutch (3) is turned on. Next, when the accelerator pedal (not shown) is slightly depressed, the output side clutch (4) is quickly connected by hydraulic pressure, and the output side clutch (4) is turned on. Output side clutch (4)
When the engine is turned on, a load is placed on the engine. Also, since the accelerator is depressed, the throttle valve (not shown) is opened, and therefore suction pressure is generated in the engine and the vacuum pressure in the carburetor is reduced. When the vacuum pressure of the carburetor decreases, the pressure in the intake manifold naturally decreases, and this change causes the piston to reciprocate through the smoothing circuit and hydraulic booster, thereby increasing the speed change ring (2) of the continuously variable transmission FTL. is the direction of the largest reduction ratio,
In other words, move as necessary in the direction indicated by the arrow in Figure @2. At this time, the load on the engine is reduced, which prevents knocking from occurring due to overload conditions. Then, since the speed change ring (2) moves in the direction with a larger reduction ratio, the torque of the output shaft (6) becomes large, and the force becomes large. ;
The running condition is smooth.

Therefore, under normal driving conditions (beta), the VC speed change ring (2) is set so that when the load on the engine increases, the reduction ratio increases, and when the load decreases, the reduction ratio decreases.
It is controlled automatically by 112II. As a result, it becomes possible to drive while always maintaining a high engine load condition by checking the engine intake pressure indicator. As a result, a highly effective fuel consumption rate can be maintained at all times, and an ideal situation for passenger cars can be achieved. □By the way, in the above embodiment, the continuously variable speed 1 is
Because of the road action, the force applied to the engine remains almost constant at all times, making it difficult to apply engine braking by releasing the accelerator. Therefore, if you want to take advantage of engine braking, it is necessary to variably apply engine braking, for example, before or during the hydraulic brake application of the brake pedal. Also, when the engine stops while driving, the intake manifold stops sucking in the engine, so it is necessary to prevent malfunctions, and a safety device is required to turn off the input side CLA21-+31.

In the above embodiment, a case has been described in which a passenger car engine and a continuously variable transmission are combined, and the reduction ratio of the continuously variable transmission is controlled using the engine suction pressure as a reference for the load value. It is by no means limited to these embodiments; for example, in a combination of a generator and a transmission,
A control method for controlling the reduction ratio of a transmission based on the motor current as a load value also falls within the scope of the invention. In short, any method may be sufficient as long as the transmission is controlled using the engine suction pressure, motor current, etc. that have a correlation with the load value based on the value of the load applied to the motive power machine such as the engine or motor.

Furthermore, in this embodiment, the transmission is controlled from the intake pressure of the engine, that is, the pressure of the intake manifold portion, through a smoothing circuit, a hydraulic booster, a piston, etc. The configuration is by no means limited to this example, and the point is, is it possible to transmit the engine suction pressure to the transmission as a value indicating the load? If i[≧, then the configuration between them is never a question.

As mentioned above, the great invention is based on the values of the engine suction pressure, motor current, etc., which indicate the magnitude of the load on the driving machine such as the engine and motor in a dynamic state, and uses those values to control the transmission. Since this is a control method that performs control by changing the reduction ratio, by recognizing the value, it is possible to always maintain a high load state with the optimum reduction ratio.As a result, the fuel pumped into the engine λ is reduced, and the motor is operated. m+
This has the remarkable effect of allowing highly efficient work to be done by reducing the amount of electricity used in the process. Therefore, for example, in a passenger car engine, an extremely high fuel consumption rate would be of great benefit.

[Brief explanation of drawings]

@1 Figure is a flow diagram showing a method for controlling the reduction ratio of a transmission according to the great invention. Figure @2 is a schematic sectional view of the transmission in Figure @1. [11...Continuously variable transmission (21...Speed ring applicant Hira Ando Attorney Patent attorney Haraki Noboru Tll szg Voluntary procedure amendment March 6, 1939 Haruki Shimada, Commissioner of the Japan Patent Office 1 , Indication of the case 1982 Patent Application W Detailed Description of the Invention Part 8, Contents of Amendment 11+ Specification Path, page 6, line 1 to page 6, line 14, “
As a result...it becomes possible. Delete "and". (2) Details li! I-Page 6, line 20~! In the first line of page $1, ``Engine braking becomes difficult.'' [Such engine braking becomes weaker.] ” was corrected.

Claims (1)

[Claims] Transmission of values such as engine suction pressure and motor current to the transmission via electrical and mechanical means, based on values that indicate the load on the motive power machine, such as engine suction pressure and motor current. A method for controlling a reduction ratio of a transmission, the method comprising controlling the reduction ratio of a transmission.