JPS60256664A - Stepless speed change gear controlling device - Google Patents

Abstract

PURPOSE:To improve operating property by enabling changeover between a condition in which speed change ratio can be automatically determined, and a condition in which said speed change ratio is determined based on the command of a driver, in accordance with the intention of said driver. CONSTITUTION:An automatic speed change controlling device 300 has a shift position switch 304 and a manual command sensor 305. The shift position switch 304 detects that in which position of P, R, N, D, L, and M, is a shift lever placed, while the manual command sensor 305 detects the operating quantity of the shift lever when it is moved to the M position, and that in which position of the first to seventh gears, it is placed. And, for the first position, data for pulse number corresponding to the maximum speed change ratio of a stepless speed change gear is set, while, for the seventh position, data for pulse number corresponding to the minimum speed change ratio is set.

Description

[Detailed description of the invention] (b) Industrial application fields The present invention relates to a control device for a continuously variable transmission.

(b) Conventional technology As a control device for a conventional continuously variable transmission, JP-A-54-157
There is one shown in No. 930. The control device for this continuously variable transmission controls the distribution of hydraulic pressure to the oil chamber of the drive pulley and driven pulley of the V-belt type continuously variable transmission based on various signals indicating operating conditions such as engine speed. A predetermined gear ratio is obtained by controlling the distance between the V-shaped grooves of the driving pulley and the driven pulley. This control of the gear ratio is always automatically controlled according to the operating state, and for example, the gear ratio pattern is set in advance so that the fuel consumption rate of the engine is as low as possible.

(c) Problems to be solved by the invention However, in the conventional continuously variable transmission control device as described above, the gear ratio is always automatically determined, so There is a problem in that it is not possible to operate at a predetermined gear ratio desired by the user. In other words, 1. For example, even if you want to continue driving at a constant gear ratio like a manual gear transmission when starting or driving on a slope, the gear ratio of a continuously variable transmission changes automatically and the driver's It is not possible to control the gear ratio as intended. In order to reflect the driver's intention to some extent, it may be possible to select different shift patterns such as D range and L range, but in this case as well, the gear ratio cannot be set as intended by the driver. It is. SUMMARY OF THE INVENTION An object of the present invention is to solve the above-mentioned problems and to provide a control device for a continuously variable transmission that can also select a predetermined gear ratio according to the driver's intention.

(d) Means for Solving the Problems The present invention provides a means for changing the state in which the gear ratio is automatically determined and the state in which the gear ratio is determined based on a command from the driver, depending on the driver's intention. The above objective is achieved by being able to switch accordingly. That is, the control device for a continuously variable transmission according to the present invention includes an automatic gear ratio determining means that automatically determines a predetermined gear ratio according to the engine or engine load and the vehicle speed or engine rotational speed, and an automatic gear ratio determining means that is operated by the driver. manual gear ratio determining means for determining the gear ratio based on the state of the gear ratio command operating mechanism; switching for operating either the automatic gear ratio determining means or the manual gear ratio determining means according to the driver's selection; has the means and. Note that the manual gear ratio determining means can be made to respond uniquely only to the state of the gear ratio command operating mechanism, but it can also be made to take into account the vehicle speed or engine rotation speed in order to prevent engine overrun, engine stop, etc. It is also possible to determine the gear ratio.

(e) Effect By having the above configuration, when the automatic gear ratio determining means is selected, the gear ratio is automatically controlled according to the driving condition as usual, while the manual gear ratio determining means is If selected, the vehicle will be driven at a gear ratio determined based on the driver's intention. Therefore, if necessary, the driver can perform the same operation as with a conventional manual transmission. However, in the case of the present invention, it is possible to manually select any gear ratio, which improves operability.)

(F) Embodiments Below, an embodiment of the present invention will be described based on FIGS. 1 to 7 of the accompanying drawings.

The continuously variable transmission to which the present invention is applied is as shown in FIG.
It has a fluid transmission mechanism, a belt-type continuously variable transmission mechanism, a forward/reverse switching mechanism, etc., and a control device for controlling the speed change is as shown in FIG. This continuously variable transmission and control device are disclosed in Japanese Unexamined Patent Application Publication No. 180863/1986.
Since the configuration is similar to that shown in FIG. 3, detailed explanation will be omitted. In addition, the names of the members with reference numerals in FIGS. 1 to 3 are all described at the end of this specification.

Step motor 110 and lock-up solenoid 20
FIG. 4 shows a speed change control device 300 that controls the operation of 0. As shown in FIG. 4, the shift control device 300 includes an engine speed sensor 301, a vehicle speed sensor 302, and a throttle opening sensor (or intake pipe negative pressure sensor) 303.
, a shift position switch 304, a manual command sensor 305, an engine coolant temperature sensor 306, and a brake sensor 307. The engine rotation speed sensor 301 detects the engine rotation speed from the ignition pulse of the engine, and the vehicle speed sensor 302 detects the vehicle speed from the rotation of the output shaft of the continuously variable transmission. The throttle opening sensor 303 detects the throttle opening of the engine as a voltage signal. The shift position switch 304 indicates that the shift lever is P or RIN.
, D, L, or M, and the manual command sensor 305 detects the operation amount of the shift lever when the shift lever is moved to the M position. That is, as shown in FIG. 5, the shift lever display section displays the positions P, R, N, D, and L in series, and the M position is displayed adjacent to the D position. . The shift lever can be stopped at each of the P, R, N, D, and L positions as shown in FIG. 6. From the D position, push the shift lever to the left in FIG. It can be stopped at seven positions from the first speed position to the seventh speed position. The shift position switch 304 detects which position the shift lever is in, P, R, N, D, L, or M, and the manual command sensor 305 detects whether the shift lever is in the 1st to 1st gear positions when the shift lever is in the M range. It detects which position among the 7th gear positions. In addition, in the M range, the connection between the shift lever and the manual valve 104 is released. For example, even when the shift lever is in the 5th speed position of the M range, the manual valve 104 is not in the R position but in the D position. It has stopped. That is, in the M range, the shift lever does not correspond to the position of the manual valve 104, and only has the function of indicating the speed ratio desired by the driver. In addition, in this embodiment, the M range includes the 1st speed position ~
The guard that has seven stop positions for the 7th gear position is now able to stop at any position from the 1st gear position (maximum gear ratio position) to the 7th gear position (minimum gear ratio position) without setting any stop positions. It can also be done. The speed change reference switch 240 is a switch that is turned on when the sleeve 162 of the speed change operation mechanism 112 reaches the position where the speed change ratio is the largest. Engine coolant temperature sensor 306 generates a signal when the engine coolant temperature is below a certain value. Brake sensor 307 detects whether the vehicle's brakes are being used. The signals from the engine rotation speed sensor 301 and the vehicle speed sensor 302 are each sent to a waveform shaper 308.
and 309 to the input interface 311, and signals from the throttle opening sensor 303 and manual command sensor 305 are converted into digital signals by the AD converter 310 and sent to the input interface 31.
Sent to 1. The speed change control device 300 has an input interface 311. CPU (Central Processing Unit) 313, Reference Pulse Generator 312, ROM (IJ-D7Reme%l)
-) 314, RAM (57 pieces 1.A-7-t=X,
j-EIJ-)3゜5Ru Kaka4;・(□It has a lid face 316, and these are connected to the address bus 319.
and data bus 320. Reference pulse generator 312 generates reference pulses that operate CPU 313 .

The ROM 314 stores programs for controlling the step motor 110 and the lock-up solenoid 200 and data necessary for the control.

RAM315 stores information from each sensor and switch,
Temporarily stores parameters required for control. Output signals from shift control device 300 are output to step motor 110 and lock-up solenoid 200 via amplifiers 317 and 318, respectively.

Next, the details of the specific control of the step motor 110 performed by the speed change control device 300 will be explained. Note that the shift control device 300 also controls the operation of the lock-up solenoid 200, but since this is not directly related to the present invention, the explanation will be omitted. (same as described). A step motor control routine 700 is shown in FIG. 7. First, data on the lock-up repair operating state is retrieved (step 698).
The state is determined (699), and if the lock-up solenoid 200 is driven, the routine from step 701 onward is started, and conversely, when the lock-up solenoid 200 is not driven, the routine from step 713 described below is started. A step is started (in this case, control is performed so that the gear ratio is maximized. In other words, in the non-lockup state, control is performed so that the gear ratio is always the maximum gear ratio).

When the lock-up solenoid 200 is activated,
First, the throttle opening is read from the throttle opening sensor 303 (701), and the vehicle speed V is read from the vehicle speed sensor 302.
(703) and shift position switch 30
The shift position is read from 4 (705). Next, it is determined whether the shift position is at the D position (707), and if the shift position is at the D position, a D range shift pattern search routine (720) is executed. In the D range shift pattern search routine 720, step motor pulse number data N, which is preset according to the vehicle speed and throttle opening degree, is searched (note that the engine rotation speed can be used instead of the vehicle speed). This pulse number data N is such that the engine is operated along the minimum fuel consumption rate curve when the gear ratio is controlled based on this pulse number data N, for example. At step 707, if it is not in the M range, it is determined whether it is in the M range (708).
If it is in the range, the signal from the manual command sensor 305 is read (748), and then the M range shift pattern is searched (750). Basically, the M range gear change pattern is such that a constant gear ratio is set according to a signal from the manual command sensor 305. That is, pulse number data corresponding to the maximum gear ratio of the continuously variable transmission is set corresponding to the first speed position of the manual command sensor 305.
The pulse number data corresponding to the minimum gear ratio of the 1st speed transmission is set, and the 2nd to 6th speed positions in between are, for example, the 7th speed position. This assumes that the gear ratio is approximately geometrically distributed between the gear ratio in the 1st gear position and the gear ratio in the 1st gear position.The above is the basic gear ratio setting in M range. For example, if the engine is shifted to the 1st gear position, the engine may overrun, so even if the engine is shifted to the 1st gear position, 2nd gear position, etc. In order to prevent the engine from exceeding the maximum rotational speed, the gear ratio is made smaller when the vehicle speed is high.Also, conversely, if the gear ratio is shifted to 7th or 6th gear while driving at a very low speed, In order to prevent the engine rotational speed from dropping too low and stopping the engine, the gear ratios at the 7th and 6th gear positions should be made wider than the standard values in areas where the vehicle speed is very low. In other words, basically a fixed gear ratio is obtained depending on the position of the shift lever, but if the gear ratio is kept as it is, the engine will be out of its normal usage range. In step 708, if the gear ratio is not in the M range, it is determined whether the gear is in the L range (step 709).

If it is in the L range, an L range gear shift search routine is executed (740). In step 709, if it is not in the L range, it is determined whether or not it is in the R range (711), and if it is in the R279 range, the R
A search routine J 760 for a range shift turn is executed.

As above, step 720.750.740 or 7
At step 60, when the target step motor pulse number data N has been searched, the signal of the shift reference switch 240 is read (step 778), and it is determined whether the shift reference switch 240 is in the on state or the off state. 779).

When the shift reference switch 240 is in the off state, R
The current number of pulses NA of the step motor stored in AM315 is read out (781). Kono Z) Number of responses N
A is the number of pulses generated by the speed change control device 300 as a signal for driving the step motor 110;
When there is no electrical noise, etc., the pulse number N always corresponds to the actual rotational position of the stem motor 110 in a one-to-l ratio. If the shift reference switch 240 is in the on state in step 779, the current number of pulses N of the step motor 110 is set to 0 (step 779).
0).

The shift reference switch 240 is set to be turned on when the sleeve 162 of the shift operation mechanism 112 is at the maximum gear ratio position. In other words, the shift reference switch 2
40 is on, the actual rotational position of the step motor 110 is at the maximum gear ratio position. Therefore, when the shift reference switch 240 is on, the pulse number N is
By doing so, when the step motor 110 is at the maximum speed ratio position, the number of pulses N will always be O correspondingly. By correcting the pulse number N to 0 at the maximum gear ratio position in this way, if a difference occurs between the actual rotational position of the stem motor 110 and the pulse number N due to electrical noise, etc., these can be corrected. can be matched with each other. Therefore, the problem that electrical noise accumulates and the actual rotational position of the step motor 110 does not correspond to the pulse number N does not occur. Next.

In step 783, the searched target number N of pulses is compared with the actual number N of pulses. When the actual pulse number N is equal to the target pulse number N.

Determine whether the target pulse number N is 0 (78
5). When the target pulse number N is not 0, that is, when the gear ratio is not in the largest state.

The same step motor drive signal as in the previous routine is output (811), and the routine returns. When the target number of pulses N is O, the data of the speed change reference switch 240 is read (713), and processing is performed according to its on/off state (
715). When the speed change reference switch 240 is on, the actual pulse number N6 is set to O (717), and the step motor timer value T is set to O (718), and the step motor is operated in the same way as the previous routine corresponding to the pulse O. If the shift reference switch 240 is turned on in step 715 in which a drive signal is output (811), the steps from step 801 to be described later are executed.

Next, in step 783, if the actual number of pulses N^ is smaller than the target number of pulses N, it is necessary to drive the step motor 10 in the direction of increasing the number of pulses. First, it is determined whether the timer value T in the previous routine is negative or +4 o (787), and if the timer value T is positive, a predetermined subtraction value ΔT is subtracted from the timer value T and the new value is updated. Set the timer value as 789) and output the same step motor drive signal as in the previous routine (81).
1), Return. This step 789 is the timer value T
It is executed repeatedly until becomes 0 or negative. timer value T
When becomes O or negative, that is, when a certain period of time has elapsed, the drive signal of the step motor 10 should be moved one step in the 7-p shift direction (791), and the timer value T should be set to a predetermined positive value T1. 793), and 1 is added to the current number of pulses N of the step motor.
5) Outputs a step motor drive signal that has been moved by one step in the upshift direction (811): (returns) As a result, the step motor 10 is rotated by one unit in the upshift direction.

If the current step motor pulse number N is larger than the target pulse number N in step 783, it is determined whether the timer value T is O or negative (step 801), and if the timer value T is positive, subtracts a predetermined subtraction value ΔT to set the timer value T (803), outputs the Nutezip motor drive signal similar to the previous routine (811), and returns. By repeating this, the subtracted value ΔT from the timer value T
" is repeatedly decremented, so after a certain period of time, the timer value T becomes O or negative. When the timer value T becomes O or negative, the step motor drive signal is moved one step in the downshift direction (the same 805).The timer value T is set to a predetermined positive value T1 (807), and the current number of step motor pulses N is decreased by 1 (809).
The step motor drive signal for moving the step motor by one step in the downshift direction is output (811), and the process returns. As a result, step motor 110 is rotated by one unit in the downshift direction.

In step 711 described above, if it is not in the N range, that is, if it is in the P or N range, steps from step 713 are executed. That is, the operating state of the shift reference switch 240 is read (713), it is determined whether the shift reference switch 240 is on or off (715), and if the shift reference switch 240 is in the on state, the actual step Actual pulse number N indicating the number of motor pulses
A to O (717), step motor timer value T to O (718), and then output the step motor drive signal in the same state as the previous routine (811).
, return. If the shift reference switch 240 is in the OFF state in step 715, the step 8 described above
01 and the following steps are executed. That is, step motor 110 is rotated in the downshift direction. Therefore, the gear ratio is the largest in the P and N ranges.

After all, through the above control, in the D, L, and N ranges, the throttle opening (engine load) and vehicle speed (in addition, since vehicle speed corresponds to the engine rotation speed in a predetermined relationship, the engine rotation speed may also be used) A predetermined gear ratio is determined according to the vehicle speed (possible), while in the M range, the gear ratio is determined according to the signal from the manual command sensor 305 and the vehicle speed. Therefore, if the driver desires automatic operation, he or she may set the shift lever to the D range and control will be performed according to a predetermined shift pattern depending on the engine load and vehicle speed (or engine rotational speed). On the other hand, if the driver wants to use a manual transmission, such as when the driver wants to continue rapid acceleration with a large gear ratio or when driving on a slope with constant engine braking, the driver should move the shift lever to the M position. What is necessary is to set it at a position where a desired gear ratio can be obtained. By doing so, a predetermined gear ratio can be selected, and a shift operation can be performed with the same feel as in a manual transmission.

(G) As described in detail, the control device for a continuously variable transmission according to the present invention includes an automatic transmission control device that automatically determines a predetermined gear ratio according to the engine load and vehicle speed or engine rotational speed. operating either the gear ratio determining means, the manual gear ratio determining means that determines the gear ratio based on the state of the gear ratio command operating mechanism operated by the driver, the automatic gear ratio determining means or the manual gear ratio determining means; Since the driver is provided with a switching means for activating the gear ratio according to the driver's selection, the driver can select a desired gear ratio as necessary, and driving operability is improved.

[Brief explanation of drawings]

Fig. 1 is a diagram showing the relationship between the constituent elements of the present invention, Fig. 2 is a partially sectional front view of a V-belt type continuously variable transmission, Fig. 3 is a diagram showing the entire hydraulic control device, and Fig. 4 is a diagram showing the relationship between the components of the present invention. Figure 5 is a diagram showing the shift control device; Figure 5 is a diagram showing the shift position display section; Figure 6 is a diagram showing the shift position display section;
The figure shows the movement range of the shift lever, and FIG. 7 shows the step motor control routine. 2...Engine output shaft, 4...Pump-in ゛・
・(Mpela, 4a... Fighting member, 6-... Turbine runner, 8
・・φ Stator, 10φ・・Lock-up clutch, 1
2...Φ torque converter, 14...φ lock-up clutch oil chamber, 16... bearing, 20... and φ case, 22
... Drive shaft, 24... Drive pulley, 26 I... Fixed conical plate, 28... Drive pulley cylinder chamber, 30II
・・Movable conical plate, 32・φ・V belt, 34・・φ driven pulley, 36・・bearing, 38・・bearing, 40・・
- Driven shaft, 42... Fixed conical plate, 44-... Driven pulley cylinder 7 chamber, 46... Movable conical plate, 48...
Forward multi-disc clutch, 48a...Cylinder chamber, 50...Forward drive gear, 52...Ring gear, 54...
・Reverse drive gear, 56...Idler gear, 58II
・Multi-plate clutch for skewer retraction, 58a*...Cylinder chamber, 6
0...φ idler shaft, 62...Idler gear, 640
・e pinion gear, 67...differential device, 68...side gear, 70-...side gear, 72...output shaft,
74... Output shaft, 76... Bearing, 78... Bearing,
80...Oil pump, 82...Oil pump drive shaft, 102...Line pressure regulating valve, 104ψ・manual valve, 106...Speed control valve, 108...Lockup valve, 110・No. e variable speed motor (step motor),
112...speed change operation mechanism, 114 race--tank, 11
6...Oil passage, 118...Valve hole. 118a ~ 118h*** Boat, 1
20---Valve hole, 120a ~ 120ee** port,
122・φ・Valve hole, 120a~122e・・Fist port. 124---Spool, 124a, 124b*e・Land, 126e・・Oil path, 128 fistφ・Oil path, 130φ・
・Oil path, 132... Spool, t32a ~ 132d
Eye-Land, 133-■Spring, 134・e・Spring seat, 135--Pin, 136--Case, 137--Membrane, 137aes*Metal fittings, 137b--
“Spring Seat, 138th-Port, 139a, 1
39b meeting #, room, 140---spring, 141...
・Rod, 142Φ...Port, 143・Φ・Negative pressure diaphragm, 144...Oil passage, 145--Orifice, 146...Torque converter inlet port,
147...oil passage, 148...ψ oil passage, 149...orifice, 150---valve hole, 150aN15odΦ・
・Port, 152...Spool, 152a to 152e
・・φ land, 154・e11 oil path, 156・・φ oil path, 160・・・Lever, 162・・・Sleeve, 164
...Gear, 166-...Gear, 168・Φφ axis, 17
0... Spool, 170a-b, Φ fist, 172
... Spring, 174-... Orifice, 176.
... Orifice, 178... Orifice, 180ψ・
・Torque converter outlet port, 182-・
・Oil channel, 184@...Pole, 186Fist...Spring, 188・Bottle/Relief valve, 190-・ψOil channel, 192
...Relief valve, 200...Lock-up repair, 201...Orice, 203...Orifice, 207φ...) Branch oil passage, 240...Shift reference switch, 3°O...
・Shift control device, 301-φ・Engine speed sensor, 302...φ vehicle speed sensor, 303...Throttle opening sensor (intake pipe negative pressure sensor), 304...
Shift position switch, 306...Engine coolant temperature sensor, 307, ψ, brake sensor, 308
, 309... Waveform shaper, 310 Φ AD converter, 311 Φ Input interface, 312 No. Φ reference pulse generator, 313 φφ CPU (central processing unit)
, 314...φROM (read-only memory), 31
5・Φ・RAM (random access memory), 316
... Output interface, 317, 318... φ amplifier, 319... address, 320... data, 500, φ, lock-up solenoid control routine, 520--, lock-up, pump-on vehicle speed data search. Routine, 540...-Rotsuta up-off vehicle speed data search routine, 700...Shift motor control''-7', 72
0°＋＋＊Dl, z79 shift""' Ml search routine, 740/own/L range shift pattern □n search routine, 750--@M range shift pattern search routine, 7
60...R range shift pattern search routine. Patent applicant Nissan Motor Co., Ltd. Agent Patent attorney Toshiyuki Miyauchi Figure 5 Figure 6

Claims (1)

[Scope of Claims] A control device for a continuously variable transmission, which has a belt wound around a driving pulley, a driven pulley, and both pulleys, and in which the gear ratio between both pulleys can be continuously and variably controlled. automatic gear ratio determining means that automatically determines a predetermined gear ratio according to engine load and vehicle speed or engine rotational speed;
Manual gear ratio determining means for determining the gear ratio based on the state of a gear ratio command operating mechanism operated by the driver, automatic gear ratio determining means and manual gear ratio determining means according to the driver's selection. A control device for a continuously variable transmission, comprising a switching means for operating the continuously variable transmission.