JPS61115737A - Control unit of power transmission system for vehicles - Google Patents

Abstract

PURPOSE:To make a car drivable as a driver's intention even against every driving condition, by making a stepless shift possible to do manual gear shifting according to the setting position of an input engine speed setting device. CONSTITUTION:A stepless shift 2 makes a torque ratio alterable in succession, while a shift lever 6 selects from a D range of automatic gear shifting or a first position to an M range of manual gear shifting or a second position and vice versa by means of manual operation. An input engine speed setting device 3 outputs a signal corresponding to the setting position at the M range of the shift lever 6. A torque ratio controlling device controls the torque ratio of the stepless shift 2 according to a setting position of the input engine speed setting device 3. A torque ratio automatic setting device 5 automatically controls the torque ratio of the stepless shift 2 according to car driving conditions at the D range of the shift lever 6.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a control device for a vehicle power transmission device equipped with a continuously variable transmission.

[Prior Art] Conventionally, in the control of a vehicle power transmission system equipped with a continuously variable transmission, a drive (automatic shift range) that automatically changes the torque ratio according to vehicle running conditions has been used.
D) range and low (engine brake range)
In the D range, for example, the torque ratio of the continuously variable transmission is set to the maximum torque ratio so that the engine's best fuel economy rotation speed is achieved according to the throttle opening to perform the best fuel efficiency control. The torque ratio is automatically controlled over the minimum torque ratio, and in the L range, the torque ratio of the continuously variable transmission is forcibly downshifted to obtain engine braking.

[Problems to be Solved by the Invention] However, in the case of the vehicle power transmission device having the above configuration, in the case of the D range, the gears are automatically shifted in a certain predetermined pattern depending on the vehicle driving conditions, so that the driver's It does not necessarily fully reflect the driver's intentions, and depending on the driver, the feeling provided may not be the best.

For example, when a vehicle is driving on a mountain road, the accelerator pedal is turned on and off, resulting in frequent gear changes that reduce drivability, and when accelerating for overtaking, upshifting occurs against the driver's will, so it is difficult to I can't get enough acceleration. Also, in the case of range, only one or two predetermined engine braking patterns can be selected, making it impossible to obtain engine braking appropriate for all driving conditions.

The present invention provides a range in which automatic shifting is possible using a switching means such as a shift lever, and an M range in which manual shifting is possible, and in the D range, the continuously variable transmission is automatically shifted according to vehicle driving conditions, In the M range, the setting position can be arbitrarily selected by the driver's operation, and at that position, the input rotation speed setting means is configured to set the input rotation speed of the continuously variable transmission (for example, in the M range, the setting position can be selected arbitrarily). It is an object of the present invention to provide a control device for a power transmission device for a vehicle, which is equipped with a shift lever that can be used to manually shift a continuously variable transmission device according to the setting position of an input rotation speed setting means.

[Means for Solving the Problems] The control device for a vehicle power transmission device of the present invention is a vehicle power transmission device equipped with a continuously variable transmission device that can continuously change the torque ratio. The first position and the second
a switching means for switching the first position of the switching means, and a torque ratio of the continuously variable transmission automatically controlled from a maximum torque ratio to a minimum torque ratio according to vehicle running conditions when the first position of the switching means is selected. a manual rotation speed setting means for arbitrarily setting the input rotation speed of the continuously variable transmission by manual operation when the second position of the switching means is selected; and the input rotation speed setting means. and torque ratio control means for controlling the torque ratio of the continuously variable transmission so that the input rotation speed of the continuously variable transmission matches the set input rotation speed of the means.

[Operations and Effects of the Invention] With the above configuration, the control device for a vehicle power transmission device of the present invention has the following operations and effects.

An operating device that allows the driver to manually set the input rotation speed of a continuously variable transmission in stepless or multi-step settings, such as an input rotation speed setting that allows the input rotation speed to be set steplessly by the position of a shift lever that slides back and forth. By providing the means, it is possible to control the continuously variable transmission according to the driver's will, so that a) manual gear shifting can be performed according to the driver's preference.

Since the input rotation speed can be set steplessly, it is possible to drive according to the driver's wishes under any driving conditions. For example, when driving downhill, the input rotation speed can be selected depending on the slope of the downhill slope, so that the engine braking effect can be achieved as desired by the driver. Similarly, an appropriate input rotation speed can be selected when pitching or accelerating.

C) When starting, the vehicle can start with the maximum torque ratio regardless of the lever position.

2) During engine braking, the driver can apply smooth engine braking according to the vehicle speed by simply setting the input rotation speed, and the torque ratio increases as the vehicle speed decreases.

e) When driving on mountain roads, etc., the input rotation speed can be fixed by operating a lever, so the torque ratio is selected according to the vehicle speed, and the gears do not change in response to changes in throttle opening, so the feeling is good.

f) Manual driving is possible because the torque ratio to the vehicle speed can be set by sequentially changing the set input rotation speed by operating the lever.

g) Automatic gear shifting is also possible by selecting the D range.

[Embodiment] A control device for a vehicle power transmission device according to the present invention will be described based on an embodiment shown in the drawings.

1 to 8 show a first embodiment of a control device for a vehicle power transmission device according to the present invention.

In this embodiment, a control device 1 for a vehicle power transmission device includes a continuously variable transmission device 2 that can continuously change the torque ratio, and a D range of automatic transmission which is a first position and a second position by manual operation. The shift lever 6 is a switching means for switching between the M range of manual shifting, which is the position, and the input rotation speed that outputs a signal (input rotation speed signal in this embodiment) according to the set position in the M range of the shift lever 6. a setting means 3; a torque ratio control means 4 for controlling the torque ratio of the continuously variable transmission 2 according to the setting position of the input rotation speed setting means 3; The torque ratio automatic setting means 5 automatically controls the torque ratio of the transmission 2.

The V-belt type continuously variable transmission 21 includes an input shaft 22, an output shaft 23 arranged parallel to the input shaft 22, a fixed flange 24a and a movable flange 2 that are integrally formed with the input shaft 22.
4b, and a V-belt continuously variable transmission consisting of an input pulley 24, which is an input member of the V-belt continuously variable transmission 21, and a fixed 7 flange 25a and a movable flange 25b, which are integrally formed with the output shaft 23. It consists of an output pulley 25 which is an output member of the input pulley 21, and a belt 26 stretched between the input pulley 24 and the output pulley 25.
By controlling the interval between the groove 246 and the V-shaped groove 25A of the output pulley 25, the torque ratio can be made steplessly variable.

A shift lever 6, which is a switching means, has a parking (P) range, a reverse (R) range, a neutral (N) range, and a drive (D) range. The manual (M) setting position of the shift lever 6 can be slid back and forth from old gh to low, and is provided with an input rotation speed setting means 3 that outputs a signal according to the setting position.

This input rotation speed setting means 3 transmits the movement of the shift lever 6 to a potentiometer 31.
The set input rotation speed detection device 32 detects the set input rotation speed based on the potential difference between the two.

6 and 7 are diagrams showing the relationship between the shift lever stroke and the set input rotation speed, and FIG. 6 shows the case where the set input rotation speed is set steplessly with respect to the shift lever stroke, FIG. 7 shows a case where the set input rotation speed is set in multiple stages with respect to the shift lever stroke.

The torque ratio control means 4 receives the set input rotation speed (FIGS. 6 and 7) signal from the set input rotation speed detection device 32 and the input pulley rotation speed (Ni) from the input pulley rotation speed sensor 42. , the input pulley rotation speed (Ni) is compared with the set input rotation speed, and when the difference between the input pulley rotation speed (Ni) and the set input rotation speed) - (input pulley rotation speed) is greater than a predetermined value, the V-belt type continuously variable transmission 21 outputs a downshift signal that increases the torque ratio of the V-belt continuously variable transmission 21 when the rotational speed difference is smaller than zero, outputs an upshift signal that decreases the torque ratio of the V-belt continuously variable transmission 21, and when the rotational speed difference is equal to or higher than zero and a shift signal generator 45A that outputs a maintenance signal to maintain the torque ratio of the V-belt type continuously variable transmission 21 at the current torque ratio when the torque ratio is below a predetermined value, and input according to the output signal of the shift signal generator 45A. It consists of a pulley controller 46 that controls the interval between the 7-shaped grooves 24A and 25A of the pulley 24 and the output pulley 25.

The automatic torque ratio setting means 5 is activated by the driver selectively switching the shift lever 6 to the (D) range, and receives the engine speed (NE) signal from the engine speed sensor 51A;
Throttle opening degree (θ
TH) signal, the cooling water temperature from the cooling water temperature sensor 51C (T
By inputting the vehicle running conditions such as signals, the input pulley rotation speed (Ni) signal from the input pulley rotation speed sensor 42, and the output pulley rotation speed (No) signal from the output pulley rotation speed sensor 44, Belt type continuously variable transmission 2
The torque ratio automatic setting control device 52 outputs an output signal to the pulley controller 46 so as to automatically variably control the torque ratio of 1.

The operation of this embodiment will be explained based on FIGS. 2 to 8.

FIG. 2 shows an operation flowchart of this embodiment.

Turn the starter key ONL, start the engine (10
1), Set the initial value 102), Input the shift position signal for the set position of the shift lever 6 103),
Engine speed (N) from engine speed sensor 51A
E), throttle opening (θTH) from throttle opening sensor 51B, cooling water temperature from cooling water temperature sensor 51G (
104) and the input pulley rotation speed (Ni) from the input pulley rotation speed sensor 42.
105), input the set input rotation speed from the set input rotation speed detection device 32 of the input rotation speed setting means 3.
06), Is the shift position P range or R range?
How to determine whether it is N range, D range, or M range 107
), when in the P range, performs the P range control subroutine (ioa) and then returns to (103). R
When in the range, perform the R range control subroutine (109), then return to (103), and when in the N range, perform the N range control subroutine (110).
), then returns to (103), and when in the D range, performs the D range control subroutine (111), then returns to (103), and when in the M range, performs the M range control subroutine (112), Next (1
Return to 03).

FIG. 3 shows the N range subroutine.

From the D range table (best fuel economy data Figure 8), extract the target rotation speed of the input pulley corresponding to the throttle opening (θTH) (121), (target rotation speed) - (input pulley rotation speed) = A> H (hysteresis) or Ago or O≦
122), and output a downshift signal to the pulley controller 46 when ASH.
23) The V-belt continuously variable transmission 21 is downshifted. When A<0, an upshift signal is output to the pulley controller 46 (124), and the V-belt continuously variable transmission 21
upshift. When O≦A≦H, output a signal to the pulley controller 46 to maintain the current torque ratio.
25) Maintain the V-belt continuously variable transmission 21 at the current torque ratio.

Here, H means a predetermined value for setting hysteresis, which is the range within which the current torque ratio is maintained without changing gears in order to prevent the feeling from becoming worse due to frequent repetition of upshifts and downshifts. has been established.

Fig. 8 is a diagram showing the relationship between the target rotation speed of the helicopter pulley and the throttle opening in the D range. It is something that is determined.

FIG. 4 shows the P, R range subroutine.

Output a signal to maintain the maximum torque ratio (131), and (1) maintain the belt type continuously variable transmission at the maximum torque ratio.

FIG. 5 shows the M range subroutine.

The set input rotation speed from the set input rotation speed detection device 32 is set as the target rotation speed (141), (target rotation speed) - (input pulley rotation speed) = whether A is H<A or A<0 or O≦A≦H 142), when H<A, the pulley controller 4
143) to downshift the belt type continuously variable transmission. When A<O, output an upshift signal to the pulley controller 46.14
4) Upshift the V-belt continuously variable transmission 21. When 0≦A≦H, a signal for maintaining the current torque ratio is output to the pulley controller 46 (145), and the V-belt type continuously variable transmission 21 is maintained at the current torque ratio. Here, H means a predetermined value for setting hysteresis, which maintains the current torque ratio without changing gears in order to prevent the feeling from worsening due to frequent repetition of upshifts and downshifts. The scope is defined.

FIG. 9 shows the second control device of the vehicle power transmission device of the present invention.
The M range subroutine of the embodiment is shown.

When the shift lever 6 is set to the M range from another shift position, O is read into the memory bag @ (memory) A (241), and the set input rotation speed is set as the target rotation speed.
2) Next, (target rotation speed) - (input pulley rotation speed) =
Determine whether A is H<A, Ago, or H≧A≧0243)
, when H<A, set memory A to 1 (244) and output a downshift signal to the pulley controller 46 (245).
), ■Downshift the belt type continuously variable transmission. H≧
When A≧0, a signal for maintaining the current torque ratio is output to the pulley controller 46 (246), and the V-belt type continuously variable transmission 21 is maintained at the current torque ratio. When Ago, it is determined whether memory A is 1 or not (247), and when A = 1, the process goes to (246), and when A = 1, an upshift signal is output to the pulley controller 46 (248), V-belt type is not used. The gear transmission 21 is upshifted. The operation of the discrimination processing by the memory A described above will be explained. This determination process is performed to prevent an upshift when the driver selects the M range from another range. The driver's selection is generally for downshifting to obtain acceleration or engine braking. However, for example, while driving in D range, the input pulley rotation speed is 2.500 rpm.
When the driver shifts to M range with the intention of downshifting and sets 1,500 rpm, the speed increases without this discrimination process, even though the driver wants a moderate downshift. It shifts. Therefore, this phenomenon is prevented by the discrimination processing performed by memory A.

10 to 12 show a third embodiment of a control device for a vehicle power transmission device according to the present invention. (The same functional objects as in the first embodiment are indicated by the same numbers.) FIG. 10 shows a block diagram of this embodiment.

The torque ratio control means 4 is a set torque ratio calculation bag @43 that calculates a set torque ratio from the set input rotation speed from the set input rotation speed detection device 32 and the output pulley rotation speed (NO) from the output pulley rotation speed sensor 44. and V-belt continuously variable transmission 2
1 input pulley rotation speed (Ni) and output pulley rotation speed (Ni)
The current torque ratio sensor 47 detects the current torque ratio (i) from the current torque ratio (i) from the current torque ratio (i) from the current torque ratio sensor 41,
), and when the ratio of the current torque ratio (i) to the set torque ratio is smaller than a predetermined value smaller than 1, a downshift signal is output that increases the torque ratio of the V-belt continuously variable transmission 21, and the ratio When is greater than 1, an upshift signal is output that reduces the torque ratio of the V-belt continuously variable transmission 1121, and when the ratio is greater than a predetermined value and less than 1, the torque ratio of the belt-type continuously variable transmission 21 is reduced. It consists of a shift signal generator 45B that outputs a maintenance signal to maintain the current torque ratio (+), and the pulley controller 46.

FIG. 11 shows an operation flowchart of this embodiment.

Turn the starter key ONL and start the engine (3
01). Set the initial value (302), set the shift lever 6 (shift position), and input the signal (302).
03), input the vehicle running conditions such as the engine speed (NE) from the engine speed sensor 51A, the throttle opening (θTH) from the throttle opening sensor 513, and the coolant 1 (TV) from the coolant temperature sensor 51C. Shiku 304
), input the input pulley rotation (Ni) from the input pulley rotation speed sensor 42 305 ), input the output pulley rotation speed (NO) from the output pulley rotation speed sensor 44 3
06), Input the set input rotation speed from the set input rotation speed sensor 32 of the input rotation speed setting means 3. 307), Input whether the shift position is P range, R range, N range, D range, or M range. If the judgment is incorrect (308), and the P range is selected, execute the P range control O-le subroutine (309).
, then returns to (303). When in the R range, performs the R range control subroutine (310), then returns to (303), and when in the N range, performs the N range control subroutine (311), then returns to (303).
), when in the D range, performs the D range control subroutine (312), then returns to (303), when in the M range, performs the M range control subroutine (313), then (303). ).

FIG. 12 shows the M range subroutine of this embodiment.

Calculate the set torque ratio from the set input rotation speed and output pulley rotation speed (NO) and use it as the target torque ratio (341), and calculate the current torque ratio (i) from the input pulley rotation speed (Ni) and output pulley rotation speed (NO). 342), then (current torque ratio)/(target torque ratio) = B is X>B or B≧1
343), and when X>8, a downshift signal should be output to the pulley controller 44.
4), ■ Downshift the belt type continuously variable transmission 2j. When B≧1, an upshift signal is output to the controller 44 (345), and the V-belt continuously variable transmission 21 is upshifted. When X≦B<1, a signal for maintaining the current torque ratio is output to the controller 44 (346), and the V-belt type continuously variable transmission 21 is maintained at the current torque ratio.

FIG. 13 shows an M range subroutine of a fourth embodiment of the control device for a vehicle power transmission device of the present invention.

If the M range is entered from another shift position,
Load 0 into memory A (441), calculate the set torque ratio from the set input rotation speed and output pulley rotation speed, and use it as the target torque ratio, 442), and input the input pulley rotation speed (Ni) and output pulley rotation speed (NO ) to calculate the current torque ratio (i) 443), then determine whether (current torque ratio)/(target torque ratio) = B is x>3, B≧1, or X≦B<l 444), When x>13, set memory A to 144
5), output a downshift signal to the pulley controller 46; 446), downshift the V-belt type continuously variable transmission 21; When X≦B<1, a signal to maintain the current torque ratio (1) should be output to the pulley controller 46.
44.7>, the V-belt continuously variable transmission 21 is maintained at the current torque ratio. When B≧1, determine whether memory A is 1 or not (448); if not 1, proceed to (447);
At this time, an upshift signal is output to the pulley controller 46 (449), and the V-belt continuously variable transmission 21 is upshifted.

[Brief explanation of the drawing]

FIG. 1 shows a first control device for a vehicle power transmission device according to the present invention.
A block diagram of an embodiment, FIG. 2 is an operation flowchart of a first embodiment of a control device for a vehicle power transmission device of the present invention, and FIG. 3 is a first embodiment of a control device for a vehicle power transmission device of the present invention. 4 shows the P and R range subroutines of the first embodiment of the control device for a vehicle power transmission device of the present invention, and FIG. 5 shows the P and R range subroutines of the control device for a vehicle power transmission device of the present invention M range subroutine of 1st embodiment, 6th
The figure is a graph showing the relationship between the analog shift lever stroke and the set input rotation speed of the first embodiment of the control device for a vehicle power transmission device of the present invention, and FIG. FIG. 8 is a graph showing the relationship between the digital shift lever stroke and the set input rotation speed of the first embodiment of the present invention, and FIG. The graph and FIG. 9 are M of the second embodiment of the control device for a vehicle power transmission device of the present invention.
Range subroutine, FIG. 10 is a block diagram of a third embodiment of a control device for a vehicle power transmission device of the present invention, FIG. 11 is a flowchart of a third embodiment of a control device for a vehicle power transmission device of the present invention, FIG. 12 shows an M range subroutine of a third embodiment of the power transmission device of the present invention, and FIG. 13 shows an M range subroutine of a fourth embodiment of the control device for a vehicle power transmission device of the present invention. In the figure 1... Control device for vehicle power transmission device 2...
・Continuously variable transmission i3...Input rotation speed setting means 4...
・Torque ratio control means 5...Torque ratio automatic setting control device 6...Shift lever

Claims (1)

[Claims] 1) In a vehicle power transmission system equipped with a continuously variable transmission capable of continuously changing the torque ratio, a switching means for switching between a first position and a second position by manual operation. and torque ratio automatic setting means for automatically controlling the torque ratio of the continuously variable transmission from a maximum torque ratio to a minimum torque ratio according to vehicle running conditions when the first position of the switching means is selected. , an input rotation speed setting means for arbitrarily setting the input rotation speed of the continuously variable transmission by manual operation when the second position of the switching means is selected; and a set input rotation speed of the input rotation speed setting means. 1. A control device for a power transmission device for a vehicle, comprising: torque ratio control means for controlling a torque ratio of the continuously variable transmission so as to match input rotational speeds of the continuously variable transmission. 2) The torque ratio control means compares the set input rotation speed from the input rotation speed setting means and the input member rotation speed, and calculates the rotation speed difference [(set input rotation speed) - (input member rotation speed).
] is larger than a predetermined value, a downshift signal is output that increases the torque ratio of the continuously variable transmission, and the rotational speed difference [
When (set input rotation speed) - (input member rotation speed)] is smaller than zero, an upshift signal is output that reduces the torque ratio of the continuously variable transmission, and the rotation speed difference [(set input rotation speed) - (input member rotation speed)] is smaller than zero. a shift signal generator that outputs a maintenance signal to maintain the torque ratio of the continuously variable transmission at the current torque ratio when the rotation speed of the member is greater than zero and less than a predetermined value; 2. The control device for a vehicle power transmission device according to claim 1, further comprising a controller that controls a torque ratio between an input member and an output member. 3) The torque ratio control means includes a set torque ratio calculating device which inputs the set input rotation speed and the output member rotation speed from the input rotation speed setting means and calculates the set torque ratio, and the current state of the continuously variable transmission. A current torque ratio detection device detects the torque ratio, inputs the current torque ratio and the set torque ratio, and when the ratio of the current torque ratio to the set torque ratio is smaller than a predetermined value less than 1, the torque ratio of the continuously variable transmission is detected. outputs a downshift signal to increase the torque ratio; when the ratio is 1 or more, outputs an upshift signal to decrease the torque ratio of the continuously variable transmission device; and when the ratio is more than a predetermined value and less than 1, the continuously variable transmission device outputs a downshift signal to increase the torque ratio; The shift signal generator includes a shift signal generator that outputs a maintenance signal to maintain the torque ratio at the current torque ratio, and a controller that controls the torque ratio between the input member and the output member in accordance with the output signal of the shift signal generator. A control device for a vehicle power transmission device according to claim 1, characterized in that: 4) The continuously variable transmission is a V-belt type continuously variable transmission consisting of an input pulley, an output pulley, and a V-belt stretched between the two pulleys, and controls the V-shaped groove spacing between the input pulley and the output pulley. 4. The control device for a vehicle power transmission device according to claim 3, wherein the control device is configured to continuously vary the torque ratio by controlling the torque ratio.