JPS6098256A - Electronic control type stepless speed change gear - Google Patents

Abstract

PURPOSE:To permit smooth clutch connection by controlling the transmission torque capacity of a clutch mechanism according to each torque state on the input side and the output side of the clutch mechanism. CONSTITUTION:An engine output-shaft revolution number signal P2 and a clutch output-shaft revolution number signal P4 are input into an electronic control circuit part 22. A clutch control valve 29 is controlled so that the transmission torque capacity of a clutch mechanism 7 is controlled on the basis of the relation of magnitude between the number of revolution of the input shaft of the clutch mechanism 7 and that of the output shaft and the acceleration speed of the revolution of the input shaft of the clutch mechanism 7. Then, clutch connection under a variety of situations is carried-out smoothly. Further, the time in semiclutch state in the connection of the clutch mechanism 7 can be reduced, and the service life of the clutch mechanism 7 can be prolonged.

Description

Detailed Description of the Invention (Field of Industrial Application) The present invention comprises a clutch mechanism and a continuously variable transmission mechanism interposed between an engine and a driven body that receives driving force from the engine. The present invention relates to an electronically controlled continuously variable transmission that is controlled by an electronic control means that generates a control signal based on a detection signal obtained by detecting the operating state of an engine.

(Prior art) Generally, an electronically controlled continuously variable transmission transmits the output of the engine to the wheels, which are driven objects, via a continuously variable transmission mechanism, and the continuously variable transmission mechanism is not controlled using electronic control means. In automobiles employing this device, drivers are freed from the hassle of clutch operation.

However, even in such a case, the clutch mechanism is not unnecessary, and when the vehicle is started or stopped, and furthermore, when the driver switches the shift lever from the neutral range to the drive range or reverse range. At times, intermittent control is required for the clutch mechanism to transmit engine output to the continuously variable transmission, and the clutch mechanism is automatically controlled within the electronically controlled continuously variable transmission. -ing Regarding the control of the clutch a structure associated with such a continuously variable transmission mechanism, for example,
As described in Japanese Unexamined Patent Publication No. 52-981162, (1) In a clutch mechanism associated with a bell-pulley type continuously variable transmission mechanism, the tension of the V-held of the continuously variable transmission mechanism is detected;
Proposals have been made to connect the clutch mechanism when the belt tension is sufficiently increased. However, the conventional clutch mechanism connection method ultimately controls the transmission torque in the clutch mechanism so that it changes proportionally to the engine speed and accelerator opening when the car is started. b when driving
When the shift lever is switched from the neutral range to the drive range or reverse range by the driver's operation, control is performed so that it takes a so-called half-clutch state, which is preset according to the vehicle speed and accelerator opening. Therefore, control corresponding to the torque states on the input side and output side of the clutch mechanism is not performed. For this reason,
The transmission torque of the clutch mechanism becomes more susceptible to temperature changes caused by the engine, the time in the half-clutch state becomes longer, the energy absorption in the clutch mechanism increases, and the life of the clutch mechanism is shortened. However, there are disadvantages such as a shock occurring when the choke is activated.

(Object of the Invention) In view of the above, the present invention transmits driving force from an engine to a driven body using a clutch mechanism and a continuously variable transmission mechanism, and electronically controls these clutch mechanisms and continuously variable transmission mechanism. Control is performed based on the control signal sent from the means, and in particular, in the control of the clutch mechanism, the connection in the clutch mechanism is smoothly performed under various situations without being in a half-clutch state for a long time. It is an object of the present invention to provide an electronically controlled continuously variable transmission in which the transmission torque capacity of a clutch mechanism is controlled according to the torque states on the input side and output side of the clutch mechanism.

(Structure of the Invention) The electronically controlled continuously variable transmission device according to the present invention includes a continuously variable transmission mechanism interposed between an engine and a driven body, and a speed change adjustment that changes the gear ratio of the continuously variable transmission mechanism by 4. means and
A clutch mechanism in which a human power shaft is engaged with an output part of an engine, the output shaft is connected to a continuously variable transmission mechanism, and selectively connects the output part of the engine and the input part of the continuously variable transmission mechanism, and this clutch mechanism. Clutch adjustment means for changing the transmission I and the torque, and electronic control means for the transmission adjustment means and the clutch adjustment means. In response to detection signals regarding engine rotation speed, etc., the controller V) is sent to control the gear ratio of the continuously variable transmission mechanism according to predetermined gear change control characteristics, and the human power shaft of the clutch mechanism. A control signal is sent out to control the transmission torque capacity of the clutch mechanism based on the magnitude relationship between the rotational speed and the output shaft rotational speed and the rotational acceleration of the input shaft of the clutch mechanism. By doing so, the clutch mechanism can smoothly connect the driving force transmission from the output section of the engine to the input section of the continuously variable transmission mechanism under various circumstances.

(Example) Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 shows an outline of a drive control section of an automobile to which an example of an electronically controlled continuously variable transmission according to the present invention is applied. In the figure, ■ is a reciprocating piston type engine, and its intake passage 2 is equipped with a throttle valve 3 that controls fuel supply.This throttle valve 3 is driven to open and close by a throttle actuator 4. The opening degree is detected by a throttle position sensor 5. Note that the bundle portion of the intake passage 2 on the downstream side of the throttle valve 3 forms branch passages 2a, 2b, 2c, and 2d that communicate with each cylinder, and these branch passages 2a.

Fuel injection valves are provided at 2b, 2c, and 2d.

The output shaft 6 of the engine 1 is connected to a continuously variable transmission a9 via a clutch 7 and a switching gear train 8, and the output shaft lO of this continuously variable transmission 9 is connected to drive wheels 12 via a differential gear 11. .

Also, an engine rotation speed detection sensor 13 that detects the rotation speed of the output shaft 6 of the engine 1. a clutch output shaft rotation speed detection sensor 15 that detects the rotation speed of the output shaft 14 of the clutch 7;
A transmission input shaft rotation speed detection sensor 17 that detects the rotation speed of the input shaft 16 of the continuously variable transmission 9, and a transmission output shaft rotation speed that detects the rotation speed of the output shaft 10 of the continuously variable transmission 4Ii9, and therefore the vehicle speed. Detection sensors 18 are installed at predetermined positions. Then, the throttle position signal F)1 from the throttle position sensor 5 at the front t. Engine output shaft rotation speed signal P2 from the engine rotation speed detection sensor 13 mentioned above, clutch output shaft rotation speed signal (■) from the clutch output shaft rotation speed detection sensor 15)4. Transmission input shaft rotation speed signal P6 from transmission input shaft rotation speed detection sensor 17.
Each of the transmission output shaft rotation speed signals 1)ll from the transmission output shaft rotation speed detection sensor 18 is connected to the interface section 19.
and is input to an electronic control circuit section 22 that includes a CPU 20 and a memory 21 as main components.

Further, the amount of depression of the accelerator pedal 23 operated by the driver, that is, the accelerator opening degree is detected by the accelerator opening detection sensor 24, the depression state of the brake pedal 25 is detected by the brake operation detection sensor 26, and further,
The shift position of the shift lever 27 is detected by the shift lever position detection sensor 28, and the accelerator pedal 23 is detected by the shift lever position detection sensor 28.
An accelerator opening signal P+ corresponding to the amount of depression of the brake pedal 25, and a brake operation signal P3 obtained when the brake pedal 25 is depressed. and a shift lever position signal P corresponding to the position of the shift lever 27, respectively, are manually input to the electronic control circuit section 22.

From the electronic control circuit section 22, various control signals S+, St, So1. S4. SS and Sb are output.

FIG. 2 shows the above-mentioned Kuranoji 7. 1 schematically shows an example of an electronically controlled continuously variable transmission according to the present invention, which includes a switching gear train 8° continuously variable transmission 9 and an electronic control circuit unit 22. Here, various control signals S, ~S6 from the electronic control circuit section 22
Of these, the A solenoid 30 of the clutch control valve 29 is energized in response to the clutch control signal S, and the [3 solenoids 31 of the clutch control valve 29 are energized in response to the clutch control signal S2, respectively, to actuate the clutch 7. The supply state of pressure oil is controlled.

Further, in response to the shift control signal S, the C solenoid 33 of the shift control valve 32 is energized, and in response to the shift control signal S4, the shift control valve 32 (JN) solenoid 34 is energized. The supply state of hydraulic oil is restricted, and the gear ratio is controlled.

In addition, the driver can manually operate the shift lever 27.
The shift control valve 43, which is controlled by being switched to the forward 1], 21-toral N, and reverse R shift positions, as well as the clutch control valve 29 and shift control valve 32, are connected to a filter from an oil tank. Working pressure oil is supplied via 35 and a hydraulic pump 36.

The line pressure supplied from the hydraulic pump 36 is adjusted by a pressure reducing valve 37 that receives a line pressure control signal S from the electronic control circuit section 22.

Furthermore, the throttle actuator 4 operates in response to the throttle control signal S6, thereby adjusting the opening degree of the throttle valve 3.

The continuously variable transmission that is controlled by being supplied with hydraulic oil in this manner is configured to be able to transmit the output of the engine 1 to the drive wheels 12 and perform related control as described below. ing.

That is, the rotation of the output shaft 6 of the engine 1 begins with the rotation of the output shaft 6.
The signal is intermittently pressure-connected to a flywheel 3 provided at the end of the output shaft 6, and is transmitted to a clutch 7 that rotates coaxially with the output shaft 6. This clutch 7 has a friction plate 39 that presses against the flywheel 38, and a diaphragm-shaped clutch spring 40 to which a pressing plate that presses the friction plate 39 is fixed, and the clutch control signal S1 is transmitted to the clutch control valve 2.
When the output is sent to the A solenoid 30 of No. 9, the A solenoid 30 is energized and turned on! As a result,
Hydraulic oil is transferred from the open boat to Taranochi Actiator 4.
1, the piston moves therein against the elasticity of the spring, and rotates the lever 42 counterclockwise. As a result, the clutch spring 40 in the open state is moved to the closed state, pressing the friction plate 39, and the clutch 7 is brought into the connected state. As a result, the rotation of the output shaft 6 of the engine (2) is transmitted to the output side of the clutch 7.

Further, the clutch control signal S2 is transmitted to the clutch control valve 290B.
When sent to the solenoid 31, the B solenoid 3
1 is excited and turned ON, and clutch actuator 4
Working pressure oil is discharged from I, and the piston is returned by the elasticity of the spring inside, and the clutch spring 40 becomes open. As a result, the friction plate 3
9 is released from the pressing state against the flywheel 38, and the clutch 7 is brought into a disengaged state. In this state, the rotation of the output shaft 6 of the engine 1 is not transmitted to the output side of the clutch 7.

Furthermore, the A solenoid 30 and B solenoid of the cranium control valve 29
Clutch control signal S3. S2
When neither of them is delivered, the opening bows 1 to 1 of the clutches 11.4 and 29 are closed, and the piston in the clutch actuator 41 is maintained in the state just before that, so that the pressing state of the friction plate 39 against the flywheel 38 is maintained. is retained.

The output side of the clutch 7 that operates in this way is connected to the input shaft 16 of the continuously variable transmission 9, and the output shaft of the engine 1 is connected to the input shaft 16 of the continuously variable transmission 9 in accordance with the forward, neutral N, and reverse R shift positions of the shift lever 27. A switching gear train 8 is provided so that the rotation of the gear 6 is transmitted. This switching gear train 8 is connected to the shift lever 2
7 is placed in the forward position, the shift actuator 4
The piston 4 moves in the direction D in the figure, and the gear 46 provided on the input shaft 16 of the continuously variable transmission 9 engages the forward gear 45 fixed to the output shaft 14 of the clutch 7. The input shaft 16 of the step-change transmission 9 is rotated in the opposite direction to the output shaft 14 of the clutch 7. On the other hand, when the shift lever 27 is placed in the reverse position R, the piston of the shift actuator 44 moves in the R direction in the figure, and the gear 47 provided on the input shaft 16 of the continuously variable transmission 9 moves toward the output shaft of the clutch 7. The human power shaft 16 of the continuously variable transmission 9 is engaged with the idle gear 49 that is engaged with the reverse gear 48 fixed to the gear 14, and the human power shaft 16 of the continuously variable transmission 9 is moved in the opposite direction to the forward movement described above, that is, the clutch 7 in the same direction as the output shaft 14. Furthermore, when the shift lever 27 is placed in the neutral N position, the shift actuator 44
The piston of is held in the center of the cylinder, and the clutch 7
The rotation of the output shaft 14 is prevented from being transmitted to the input shaft 16 of the continuously variable transmission 9.

Continuously variable speed a to which the rotation of the output shaft I4 of the clutch 7 is transmitted
Reference numeral 9 denotes an input shaft 16 that rotates coaxially with the output shaft of the switching gear train 8, a drive pulley 50 that is rotationally driven integrally with this input shaft 16, and a V-belt 5 that rotates the drive pulley 50.
A driven pulley 52 to which transmission is transmitted via the driven pulley 52, and an output shaft 10 that rotates integrally with the driven pulley 52 are designated as 11.

The drive pulley 50 has a movable conical plate 50a and a fixed circle 1f (temporary 50b), and the movable conical plate 50a and the fixed conical plate 501+ are arranged in a V-shape with their conical surfaces facing each other. Forms a pulley groove. Movable conical plate 50a
is provided with a cylinder chamber 50c behind it, and can slide in the axial direction so as to be close to or away from the fixed conical plate 50b depending on the state of supply of hydraulic oil to the cylinder chamber 50c. The conical plate 50b is fixed to the input shaft 16. On the other hand, the driven pulley 52 also has the same configuration as the above-mentioned drive boob IJ50, and a V-shaped pulley groove is formed by a movable conical plate 52a and a fixed conical plate 52b, and the movable conical plate 52a is located behind the movable conical plate 52a. The fixed conical plate 5
It is slidable in the axial direction so as to be close to 2b, and
The fixed conical plate 52b is fixed to the output shaft 10.

A V-belt 51 is stretched over each pulley groove formed in the driving pulley 50 and the driven pulley 52, thereby transmitting the rotation of the driving boob IJ50 to the driven pulley 52. Then, the rotation of the driving pulley 50 is controlled by the driven pulley 52.
When transmitting to By changing , the rotation ratio between the drive pulley 50 and the driven pulley 52 can be changed.

The widths of the pulley grooves of the driving pulley 50 and the driven pulley 52 are changed by moving the respective movable conical plates 50a and 52a in the axial direction IW by -1. A speed change control valve 32 is provided to allow sliding of the gear 52a. This shift control valve 32 is provided with a C solenoid 33 that is turned on and off by a shift control signal s3 from the electronic control circuit section 22, and a D solenoid 34 that is turned on and off by a shift control signal S4.
When the C solenoid 33 is turned on, the working pressure oil is supplied to the cylinder chamber 50c of the driving pulley 5o, and the working pressure oil is removed from the cylinder chamber 52c of the driven pulley 52, and the D solenoid 1'34 is turned on. When the state is set, working pressure oil is supplied to the cylinder chamber 52c of the driven pulley 52, and the cylinder chamber 52c of the driving pulley 50 is
Remove the hydraulic oil by 1/1 from 0c. Further, when both the C solenoid 33 and the solenoid 1] are turned off, the supply and removal of operating pressure oil to the cylinder chambers 50c and 52c of the driving pulley 50 and the driven pulley 52, respectively, is stopped.

In the speed change control valve 32 having the above-mentioned role, when the C solenoid 33 is turned on by the speed change control signal s3, the hydraulic oil from the hydraulic pump 36 is supplied to the cylinder chamber 50C of the drive pulley 5o. supplied to,
As a result, the movable conical plate 50a is moved in a direction approaching the fixed conical plate 50b, the width of the pulley groove formed by the fixed conical plate 50b is reduced, and the radius of rotation of the belt 51 on the driving boo IJ50 side is reduced. Expanding. At the same time, the hydraulic oil filled in the cylinder chamber 52c of the driven boob IJ52 is removed from the discharge port, and as a result, the movable conical plate 52a is moved in a direction away from the fixed conical plate 52b. The width of the pulley groove formed by the fixed conical plate 52b is expanded, and the radius of rotation of the bells 1 to 51 on the driven pulley 52 side is reduced. Therefore, the gear ratio of the continuously variable transmission 9 becomes small. On the other hand, when the D solenoid 34 is turned on by the speed change control signal s4, contrary to the above case, the hydraulic oil from the hydraulic pump 36 is supplied to the cylinder chamber 52 of the driven pulley 52.
c and the cylinder chamber 5 of the drive pulley 50.
The working pressure oil is removed from 0c, the width of the pulley groove of the drive pulley 50 is expanded, and the rotation radius of the heald 51 on the drive pulley 50 side is reduced, and along with this, the width of the pulley groove of the driven pulley 52 is reduced. As a result, the radius of rotation of the bells 1 to 51 on the driven pulley 52 side is expanded. Therefore, in this case, the gear ratio in the continuously variable transmission a9 is set to be large.

Further, neither the shift control signals S3 nor S4 are sent to the C solenoid 33 and the D solenoid 34,
When each solenoid 1' is turned off, the width of the pulley groove of each of the driving pulley 50 and the driven pulley 52 is maintained at the width immediately before it, so that the drive boob IJ50 of the bell) 51 is driven. The rotation radius of the people on the pulley 50 side and the driven boob IJ52 side is maintained, and the gear ratio going to the continuously variable transmission 9 is changed to the C solenoid 33 and the D solenoid 3.
4 is kept at the state immediately before it was turned off.

As described above, the electronically controlled continuously variable transmission according to the present invention -
- In the example, the gear ratio of the continuously variable transmission 9 to L- and the engagement/disengagement of the clutch 7 are controlled by the electronic control circuit unit 22 (
In particular, the transmission torque capacity of the clutch 7 is controlled according to the magnitude relationship between the input shaft rotation speed and the output shaft rotation speed of the clutch 7, and the rotational acceleration of the input shaft of the clutch 7. It is a characteristic that it falls under control,
The transmission torque capacity of the clutch 7 is controlled as follows.

First, if the engine output shaft rotation speed Ne detected by the engine rotation speed detection sensor April 3 is increasing, that is, the clutch 7
When the human power shaft rotational speed is increasing, in other words, the engine output shaft rotational acceleration Ne', which is the change in the engine output shaft rotation 13 (Ne, that is, the input shaft rotational acceleration is positive) In this case, when the clutch human power shaft rotation speed is larger than the clutch output shaft rotation speed Nc detected by the clutch output shaft rotation speed detection sensor 15, the transmission torque capacity of the clutch 7 is increased, and the clutch input shaft rotation speed is increased. When the rotational speed of the clutch output shaft is equal to or smaller than the clutch output shaft rotational speed Ne, each type of transmission torque of the clutch 7 is controlled so as to maintain its current state.

On the other hand, when the engine output shaft rotation speed Ne is holding a constant value or is decreasing, or when the input shaft rotation speed of the clutch 7 is maintaining a constant value or decreasing, in other words, the engine When the output shaft rotational acceleration Ne', that is, the clutch input shaft rotational acceleration is O or negative, the transmission torque capacity of the clutch 7 is The clutch input shaft rotation speed is increased to the clutch output shaft rotation speed NC.
is equal to or greater than , the transmission torque capacity of the clutch 7 is controlled so as to maintain its current state.

By controlling in this way, when the difference between the input shaft rotation speed and the output shaft rotation speed of the clutch 7 is about to become large, the transmission torque capacity of the clutch 7 is increased, and -this difference is increased. When the torque is 0 or about to decrease, the transmission torque capacity of the clutch 7 is maintained as it is, and when the clutch 7 is connected properly, smooth power transmission with reduced shock is achieved. It will be done.

Such control is performed by the electronic control circuit section 2 according to each of the above-mentioned situations.
2 to the clutch control valve 29, the clutch control signal SS1
and S2 are sent. That is, when the electronic control circuit unit 22 determines that the clutch input shaft rotational acceleration is positive and the clutch input shaft rotational speed is greater than the clutch output shaft rotational speed Nc, the clutch control signal Sl is transmitted to the clutch control valve 29. is sent to the A solenoid 30.

As a result, as described above, the clutch actuator 4
1, the piston is moved and tightened, and as a result, the friction plate 39 of the clutch 7 presses the flywheel 38. In this case, the pressing force of the friction plate 39 against the flywheel 38, and therefore the transmission torque capacity of the clutch 7, is determined by the speed of the working pressure oil in the Taranochi actuator 1 and the motor 41, that is, the amount of movement of the piston in the clutch actuator 41. When the clutch control signal S1 is sent out, the transmission torque shell is increased. Further, when the electronic control circuit section δ section 22 determines that the clutch input shaft rotational acceleration is positive and the clutch 7 human power shaft rotation speed is equal to or smaller than the clutch output shaft rotation speed Nc, the clutch control Neither signals S1 nor S2 are sent out. As a result, the supply and removal of working pressure oil into the clutch actuator 41 is stopped, and as a result, the piston in the Solatch actuator 41 is held at the - position just before it. Therefore, the transmission torque capacity of the clutch 7 is maintained at a constant value.

On the other hand, when the electronic control circuit section 22 determines that the clutch input shaft rotational acceleration is 0 or negative and the clutch input shaft rotational speed is higher than the clutch output shaft rotational speed Nc, the clutch control signals SI and S2 are Neither of them is delivered, and as a result, the transmission torque capacity of the clutch 7 is maintained at a constant value in the same manner as described above. Further, when the electronic control circuit unit 22 determines that the rotational acceleration of the clutch input shaft is 0 or negative and the rotational speed of the manual clutch shaft is equal to or smaller than the rotational speed NC of the clutch output shaft, the clutch control circuit S, is sent to the A solenoid 30 of the clutch control valve 29. As a result, the transmission torque capacity of the clutch 7 is increased in the same manner as described above.

Note that in situations where the clutch 7 should be disconnected, for example, when the shift lever 27 is placed in the neutral range, or when the engine output shaft rotation speed Ne is at a rotation speed that may cause the engine to stop, etc. Yes,
The electronic control circuit section 22 determines this and sends a clutch control signal S2 to the B solenoid 31 of the clutch control valve 29. As a result, the hydraulic oil in the clutch actuator 41 is removed, the piston in the clutch actuator 41 is returned, and as a result, the clutch 7 is brought into the disconnected state.

A series of controls as described above are carried out by the electronic control circuit section 220CP.
This is also done in the operation of tJ20, but such a CPU
FIG. 3 shows an example of a program executed by 20.

This will be explained with reference to the flowcharts of FIGS. 4 and 5.

First, as shown in FIG. 3, after the start, process 6
First time in each division with 0! ! Jl settings, then process 61
First, a program for clutch control is executed, followed by a program for speed ratio and throttle valve opening control in process 62, and the process returns to process 61.

An example of the program controller 1 for clutch control executed in the above-mentioned processor 61 is as shown in FIG. Here, after the start, the shift lever 27 is currently in the neutral range (
If the shift lever 27 is in the neutral range position, the vehicle speed flag FV is reset in process 71. Then the process 72
The clutch control signal S2 is sent to the I (solenoid 31) of the clutch control valve 29, turning the B solenoid 31 on and turning the A solenoid 30 off.Thereby, the clutch 7 is stopped in the disconnected state.

If it is determined in decision 70 that the shift lever 27 is not in the neutral range position, then decision 73 determines whether the current vehicle speed V is greater than a preset predetermined vehicle speed Va. Decide whether or not. Here, the vehicle speed Va is set to a vehicle speed at which there is a high risk of engine stoppage, and the vehicle speed V is set to such a vehicle speed that there is a high risk of engine stoppage.
If it is determined that the
Set the vehicle speed flag FV and proceed to decision 75.

In decision 75, engine output shaft rotation speed N
It is determined whether the change Ne' in e is positive or negative, and if the change Ne' in the engine output shaft rotation speed Ne is positive, in decision 76 the engine output shaft rotation speed Ne changes to the clutch output shaft rotation speed NC. Determine whether it is greater than or not. If it is determined that the engine output shaft rotation speed Ne is larger than the clutch output shaft rotation speed Nc, a clutch control signal S1 is sent to the A solenoid 30 of the clutch control valve 29 in a process 77, and the A solenoid 30 is turned on. With the condition B
Turn off the solenoid 31. This causes the friction plate 39 of the clutch 7 to press the flywheel 38, and the transmission torque capacity of the clutch 7 gradually increases.

On the other hand, the digital controller 75 determines that the change Ne' in the engine output shaft rotation vi, Nt+ is negative.

If so, proceed to Decision 7B, where it is determined whether the engine output shaft rotation speed Ne is smaller than the Kuranochi output shaft rotation speed NC, and the engine output shaft rotation speed NO is determined.
is smaller than the clutch output shaft rotation speed Nc, then 1
1. Proceed to Step 7. As a result, the transmission torque capacity of the clutch 7 increases as described above. If it is determined that the engine output shaft rotation speed N(! is not smaller than the clutch output shaft rotation speed NC), the process advances to process 79, and in process 7 the clutch control signals S1 and S2 are ), so that there is no misalignment i'!
? : I? Ui, Xl 9 flywheel 3F (
The pressing state used in 4-4 is maintained in a continuous manner, and therefore, the transmission torque capacity (2) of the flannel door is maintained at its current state.

In the above-mentioned decision 1-73, the current vehicle speed V is
If it is determined that the accelerator pedal 23 is not a human being, the decision proceeds to I(), where it is determined whether the -7 accelerator pedal 23 is in the main state, that is, whether the accelerator pedal 23 is depressed or not. If it is determined that the accelerator pedal 23 is in the on state, the process proceeds to the digital controller 75;
Thereafter, the process proceeds as in -13U.

On the other hand, if it is determined in decision 80 that the accelerator pedal 23 is not in the on state, it is determined in decision 81 whether the vehicle speed flag FV is in the seven-speed state, and it is determined that the vehicle speed flag li''V is in the seven-speed state. In this case, it is determined in decision 82 whether the brake pedal 25 is in the active state, that is, whether the brake pedal 25 is depressed, and if it is determined that the brake pedal 25 is in the on state, decision 83 is performed. Proceed to.

Then, in decision 83, the engine output shaft rotation comb number N e is set to a predetermined value of 11'1, for example 150
It is determined whether or not the rpm is below. Here, the engine output shaft rotation speed of 1500 rpm is the brake pedal 25
In the on state, there is a certain rotation speed that causes the engine to stop, and if the upper engine output shaft rotation speed N (! is not lower than 150 Orpm, decision 75
The process proceeds as described above. If the engine output shaft rotational speed Ne is 11,000 rpm or less, the process proceeds to process 71, and the flow proceeds as described above.

As a result of decision 82, the brake pedal 2
5 is not in the on state, the process proceeds to decision 84, where it is determined whether the engine output shaft rotation speed Ne is less than a predetermined value, for example, 1500 rpm. Here, engine output shaft rotation speed 150 + l r
p m is when the brake pedal 25 is off,
If the rotational speed is such that there is a risk of the engine stopping, and the engine output shaft rotational speed Ne is not 1500 rpm or less, the process proceeds to decision 75, and the following flow follows. On the other hand, engine output shaft rotation speed Ne
is less than 1500 rpm, the
1, and the following flow follows as described above.

Next, an example of a program for speed change control executed in the program process 62 shown in FIG.
As shown in FIG. After the start, the accelerator opening degree α is read from the accelerator opening signal P+ in process 100,
It is determined whether the shift lever 27 is placed in the low range (L range) position. Although the shift lever 27 is not shown in the low range position in FIG. 2, the shift lever 27 is capable of taking the low range position. And shift lever 2
If the shift lever 27 is not in the low range position, the process proceeds to process 103, and if the shift lever 27 is in the low range position, the process proceeds to process 103 via process 102. In process 102, process 10
A preset supplementary opening degree C is added to the accelerator opening degree α read at 0 to obtain the accelerator opening degree αl.

Next, in process 103, the target input shaft rotation EI T N p of the continuously variable transmission a9 with respect to the accelerator opening degree αl or α obtained in this way is calculated. Then, in the next process 104, the current input shaft rotation speed Np of the continuously variable transmission 9 is read based on the transmission input shaft rotation speed signal P6.
It is determined whether the current input shaft rotation speed Nρ read in is larger than the target human power shaft rotation speed TNp. As a result of this determination, if the difference is large, a shift control signal S3 is sent to the C solenoid 33 of the shift control valve 32 in process 106 to turn the C solenoid 33 on and the D solenoid 34 off. As a result, the speed change control valve 32 controls the speed ratio of the continuously variable transmission 9 to be small, and as a result, the human power shaft rotation speed Nρ of the continuously variable transmission 9 is reduced. On the other hand, as a result of the judgment in decision 105, if the human power shaft rotation speed Np is lower than the target input shaft rotation speed TNp, the process 107 sends a speed change control signal S4 to the D solenoid 134 of the speed change control valve 32. D solenoid 34 is on! imaginary, and the C solenoid 33 is turned off.

As a result, the speed change control valve 32 is controlled to increase the speed ratio in the continuously variable transmissions m and 9, and as a result, the input shaft rotation speed Np of the continuously variable transmission 9 is increased by -1. In this way, by the operation of process 106 or 107, the actual input shaft rotation speed Np of the continuously variable transmission 9 is made to match the target input shaft rotation speed TNp, and the program for speed ratio control is ended. , the process returns to process 61 for performing clutch control.

(Effects of the Invention) As is clear from the above description, according to the electronically controlled continuously variable transmission according to the present invention, the output of the engine is efficiently transmitted to the vehicle, which is the driven part, via the continuously variable transmission mechanism. At the same time, the transmission torque capacity of the clutch mechanism is controlled according to the magnitude relationship between the input shaft rotation speed and the output shaft rotation speed of the clutch mechanism, and the state of the input shaft rotational acceleration. Furthermore, since the time required for the clutch mechanism to be in a so-called half-clutch state during connection is relatively short, the life of the clutch mechanism can be extended. Further, the clutch mechanism has advantages such as not generating a shock when the choke is activated and being less susceptible to effects from the engine side such as temperature changes.

[Brief explanation of drawings]

FIG. 1 is a schematic configuration diagram showing a drive control section of an automobile to which an example of an electronically controlled continuously variable transmission according to the present invention is applied;
The figure is a schematic configuration diagram showing an example of an electronically controlled continuously variable transmission according to the present invention, and FIGS. 3, 4, and 5 are operating programs in the electronic control circuit used in the example shown in FIG. This is a flowchart 1 showing an example. In the figure, 1 is the engine, 7 is the clutch, 9 is the continuously variable transmission,
22 is an electronic control circuit, 29 is a clutch control valve, 39 is a friction plate, 40 is a clutch spring, and 41 is a clutch actuator. Patent applicant: Toyo Kogyo Co., Ltd.

Claims (1)

[Claims] a continuously variable transmission mechanism for transmitting the driving force of the engine to a driven part; a speed change adjustment means for changing the gear ratio of the continuously variable transmission mechanism; an input shaft engaged with the output part of the engine; and an output shaft connected to the input part of the stepped transmission mechanism,
a clutch mechanism that selectively connects the output section of the engine and the input section of the continuously variable transmission mechanism; a clutch adjusting means that changes the transmission torque capacity of the clutch mechanism; In order to control the gear ratio of the continuously variable transmission mechanism according to the predetermined gear shift control characteristics, a control signal is sent to the gear shift adjustment means (2), and the manual control of the clutch mechanism is performed. Sending a control signal to the clutch adjustment means to control the transmission torque capacity of the clutch mechanism based on the magnitude relationship between the shaft rotation speed and the output shaft rotation speed and the manual shaft rotational acceleration of the clutch mechanism. An electronically controlled continuously variable transmission equipped with electronic control means.