JPS6121464A - Transmission controller in time of speed adjustment in car - Google Patents

Abstract

PURPOSE:To secure a favorable driving feeling all the time, by controlling a transmission ratio of a stepless transmission in a way of controlling acceleration and deceleration transmission ratio data values, in regard with a transmission data value of the stepless transmission outputted on the basis of operated variables in a driving operation device. CONSTITUTION:In case of vehicles inclusing a fork-lift truck and the like, there is provided with an operated angle detector 7 detecting an operated angle of a driving pedal 1, and according to the output SG1, engine speed data A is generated out of a driving function generator 8, and revolving speed of an engine 2 is controlled by a throttle actuator 5. And, according to the said output SG1, each of transmission ratio data Ea and Ed is generated out of accelerating and decelerating function generators 9 and 10, while these data are inputted into each of accelerating and decelerating lamp signal generator circuits 15 and 16 via a select switch 18a to be controlled according to speed adjustment judging results at a differentiator 11. And, with these circuits 15 and 16, a stepless transmission 3 is controlled on the basis of a shift degree to be set in accordance with a variation transition of input data.

Description

DETAILED DESCRIPTION OF THE INVENTION Object of the Invention (Field of Industrial Application) The present invention relates to a transmission control device during acceleration and deceleration of a vehicle, and more specifically, a drive wheel is driven by a prime mover via a continuously variable transmission, In a vehicle where the continuously variable transmission changes its gear ratio based on the operation amount of the travel operation device, the gear ratio data of the continuously variable transmission that changes based on the change in the operation amount of the travel operation device is stored. The present invention relates to a transmission control device during acceleration/deceleration, which is set separately in advance to correspond to the acceleration operation amount and deceleration operation amount of the traveling device, and controls the acceleration/deceleration rate of the vehicle based on the gear ratio.

(Prior Art) Conventionally, drive wheels are driven by a prime mover via a continuously variable transmission, and the continuously variable transmission adjusts its gear ratio (-
In a vehicle where (speed of the output shaft of the transmission)/(speed of rotation of the input shaft of the transmission) changes, when the accelerator pedal is operated, the gear ratio for the amount of operation at that time is unique regardless of acceleration or deceleration. It had been decided that.

(Problem to be solved by the invention) Therefore, it is difficult to control acceleration and deceleration separately, such as actively accelerating according to the amount of pedal depression when accelerating, and running inertia when decelerating. there were. Therefore, in order to drive at a constant speed, the accelerator pedal must be pressed at a constant angle, and if the accelerator pedal is loosened even a little, the dynamic brake will decelerate, requiring delicate pedal operation. The pedal operation was very cumbersome.

Structure of the Invention (Means for Solving the Problems) In order to solve the above-mentioned problems, the present invention has a driving wheel driven by a prime mover via a continuously variable transmission, and the continuously variable transmission is connected to a driving operation device. In a vehicle whose gear ratio is changed based on the amount of operation, a first control means for controlling an acceleration gear ratio data value outputted based on the amount of acceleration operation of the travel operation device; a second control means for controlling the deceleration gear ratio data value output based on the first or second control means;
The gist of the transmission control device during acceleration or deceleration of a vehicle includes an adjusting means for adjusting the gear ratio of the continuously variable transmission based on the acceleration or deceleration gear ratio data value outputted through the control means. It is something to do.

(Function) That is, when the travel operation device is operated to accelerate the vehicle during driving, the first control means selects acceleration gear ratio data for acceleration based on the acceleration operation amount based on the acceleration operation. Then, the gear ratio of the continuously variable transmission is adjusted based on the acceleration gear ratio data. On the other hand, when a deceleration operation is performed to decelerate the vehicle, the second control means selects first-speed gear shift specification data for deceleration based on the deceleration operation amount based on the deceleration operation, and selects the first speed shift specification data for deceleration based on the deceleration operation amount. The gear ratio of the continuously variable transmission is adjusted based on the following.

(Example) Next, a preferred example embodying the present invention will be described below with reference to the drawings.

First Embodiment The first embodiment is an embodiment embodied in a forklift, and FIG. 1 shows an engine 2 mounted on the forklift based on the operation of a travel pedal 1 as a travel operation device equipped on the forklift. An electric block circuit diagram of a control device that controls the rotation and the gear ratio of the continuously variable transmission 3 is shown. The engine 2 drives driving wheels 4 via a continuously variable transmission 3. Further, the opening degree of the throttle that adjusts the rotation speed of the engine 2 is controlled by a throttle actuator 5.

The continuously variable transmission 3 is composed of a variable displacement hydraulic pump 3a and a hydraulic motor 3b.The variable displacement hydraulic pump 3a is driven by the engine 2, and the hydraulic motor 3b is driven by the variable displacement hydraulic pump 3a. It rotates with hydraulic oil supplied by the drive and transmits its rotational force to the drive wheel 4. In this embodiment, a swash plate type hydraulic pump is used as the variable displacement hydraulic pump 3a, and the gear ratio is changed by changing the inclination angle of the swash plate. The inclination angle of the swash plate that adjusts the gear ratio is appropriately controlled by a swash plate actuator 6.

On the other hand, the travel pedal 1 is provided with a depression angle detector 7 consisting of a potentiometer that detects the depression angle of the travel pedal 1.
A traveling operation amount signal SG1 having a value proportional to the depression angle, that is, the depression amount is output.

The running function generator 8 that inputs the running operation amount signal SG1 is a circuit that converts the input operation amount signal SG1 into engine rotation speed data for driving, and calculates the pA number according to preset running conditions. Based on this, the manipulated variable signal SGI is converted into rotational speed data 8. In this embodiment, the function corresponding to the driving condition is the throttle opening characteristic with respect to the operation amount (i.e., the driving operation amount signal 5G1) so that the engine can be driven optimally under each driving condition such as flatland driving, climbing driving, and downhill driving. (that is, engine speed data A for driving) is set, and the driving function generator 8 selects the optimal one from among the plurality of functions based on the driving conditions at that time. Rotation speed data A for travel operation amount signal SGI according to the selected function
Output.

The optimum function of the function generator 8 can be selected using a sensor (not shown) that detects the presence or absence of luggage and its weight, a sensor that detects vehicle speed, a sensor that detects the load during driving, or a driver's selection switch. Based on the selection operation, etc., the driving conditions and cargo handling conditions at the time are determined, and the optimal function matching the conditions is selected.

The rotation speed data A is the throttle actuator 5.
is output to. Then, actuator 5 uses the same data A.
The throttle is adjusted based on the data A, and the rotation speed of the engine 2 is controlled based on the same data A.

The travel operation amount signal SG1 is generated by a swash plate acceleration function generator (hereinafter referred to as an acceleration function generator) 9 and a swash plate deceleration function generator (
It is output to a deceleration function generator (hereinafter referred to as a deceleration function generator) 10 and a differentiator 11. The acceleration function generator 9 converts the input operation amount signal SG1 into acceleration gear ratio data Ea for controlling the inclination angle (gear ratio) of the swash plate of the variable displacement hydraulic pump 3a.
This circuit converts the operation amount signal SGI into acceleration gear ratio data Ea based on a preset function for accelerated driving.

In this embodiment, the function for acceleration is, for example, when running on a flat road,
The amount of operation (
A plurality of swash plate inclination angle characteristics (gear ratio data Ea) are set for the driving operation amount signal 5G1), and the swash plate function generator 9 selects the optimum function from among the plurality of functions based on the driving conditions at that time. one of them is selected, and the gear ratio data Ea for the traveling operation amount signal SGI is output to the changeover switch 18a in accordance with the selected function.

The optimum function of the function generator 9 can be selected by a sensor (not shown) that detects the presence or absence of luggage and its weight, a sensor that detects vehicle speed, a sensor that detects the load during driving, or a driver selection switch. The system determines the driving conditions at the time based on the selection operations, etc., and selects the optimal function that matches the conditions.

The deceleration function generator 1o also converts the manually input operation amount signal SG1 into first deceleration gear ratio data E for controlling the inclination angle (gear ratio) of the swash plate of the variable displacement hydraulic pump 3a.
This circuit converts the operation amount signal SG1 into acceleration gear ratio data Ed based on a preset function for decelerating travel.

In this embodiment, the function for deceleration is, for example, when traveling on a flat road,
The amount of operation (
A plurality of swash plate inclination angle characteristics (speed ratio data Ed) with respect to traveling operation amount signal 5GI) are set as shown in FIGS. 2(A), (B), and (C), and the deceleration function generator 10 The optimum one is selected from among the plurality of functions based on the driving conditions at that time, and the gear ratio data Ed for the driving operation amount signal SG1 is outputted to the changeover switch 18b in accordance with the selected function.

The function shown in FIG. 2 (A>) is a function in which the gear ratio data Ed remains at the maximum value even if the travel pedal 1 is returned from the maximum depression amount to half. ) is a function that reduces the degree of decrease in the gear ratio Ed with respect to the amount of depression of the travel pedal 1.

Furthermore, the function shown in FIG. 2(C) is the function shown in FIG. 2(A>,
Different from the function (B), this function is the same as one of the functions of the acceleration function generator 9, and is a function in which the amount of depression of the travel pedal 1 and the gear ratio data Ed are always proportional.

The optimum function of the function generator 10 is selected by a sensor (not shown) that detects the presence or absence of luggage and its weight, a sensor that detects the vehicle speed, a sensor that detects the load during driving, or a driver's selection switch. The system determines the driving conditions at the time based on the selection operations, etc., and selects the optimal function that matches the conditions.

The changeover switch 18a is interlocked with a changeover switch 18b to be described later, and is connected to an acceleration function generator 9 during acceleration and to a deceleration function generator 10 during deceleration by a differentiator 11 and a switch changeover circuit 17.

The code converter 12 detects the operating position of the forward/reverse lever 13 and converts the gear ratio data Ea, Ed based on a detection signal from a detector 14 that detects whether the lever 13 is in forward, reverse, or neutral position. It is designed to output . Then, in the case of forward movement, the gear ratio data E remains as is, and in the case of reverse movement, the gear ratio data E
a, Ed to minus 11a, and gear ratio data Fa if neutral.

The code converter 12 invalidates Ed and sets the value to zero, and outputs the gear ratio data [a or Ed to the acceleration ramp signal generation circuit 15 and the deceleration ramp signal generation circuit 16, respectively.

The acceleration ramp signal generation circuit 15 is configured to monitor the change in the speed ratio data Ea when it changes during acceleration, that is, the speed ratio data Ea changes from Eal to Ea2' ( Eal <Ed
2), the gear ratio of the continuously variable transmission Ia3 is Eal
This circuit sets the rise degree (speed change rate) when increasing the speed from Ed2 to Ed2, and in this embodiment, it is composed of an integrating circuit, and as shown in FIG.
1 to 1a3) are prepared, and each is appropriately selected by the driver in advance.

The deceleration ramp signal generation circuit 16 is configured to change the change in the speed ratio data Ed from Ed2 to Edl ( Edl<Ed
2) is a circuit that sets the degree of fall (change speed degree) when lowering the gear ratio of the continuously variable transmission 3 from Ed2 to Edl, and in this embodiment, it is composed of an integrating circuit,
As shown in Fig. 3, the three variable speeds (falling line Ld1
-Ld3) are prepared and are selected in advance by the driver as appropriate.

The differentiator 11 differentiates the traveling operation amount signal SGI,
Based on the differential value, it is determined whether the operation of the travel pedal 1 is a depression operation for acceleration or a return operation for deceleration. That is, the differentiator 11 determines that the differential value of the travel operation amount signal SG1 based on the depression operation is positive, and on the contrary, the differential value of the travel operation amount signal SGI based on the return operation is negative, and the positive and negative differential values are transferred to the next step. output to the switch switching circuit 17.

The switch changeover circuit 17 selects the changeover switch 18a based on the differential value, and the changeover switch 18b provided between the acceleration and deceleration ramp signal generation circuits 15 and 16 and the swash plate angle actuator 6. Switch control. The switch changeover circuit 17 connects the changeover switch 18a to the acceleration function generator 9 and the changeover switch 18b to the acceleration ramp signal generation circuit 15 when a positive differential value is input, and connects the changeover switch 18a to the acceleration ramp signal generation circuit 15 when a negative differential value is input. The switch 18a is controlled to be connected to the deceleration function generator 10, and the changeover switch 18b is connected to the deceleration ramp signal generation circuit 16.

Therefore, when the travel pedal 1 is depressed, the gear ratio data E
a is sent to the swash plate actuator 6 via the 4o speed ramp signal generation circuit 15, and when the travel pedal 1 is returned, the gear ratio data Ed is sent to the swash plate actuator 6 via the deceleration ramp signal generation circuit 16. Output. The swash plate actuator 6 then adjusts the swash plate angle based on these data Ea and Ed to control the gear ratio.

The switch switching circuit 17 has a hysteresis function, and when the input differential value is within a predetermined range of positive and negative values centered on O, it invalidates (cuts) the differential value.
Changeover switch 1 to the state controlled by the differential value input earlier
8a, 1811 is held. In other words, when the vehicle is traveling with the travel pedal 1 held constant, the changeover switches 18a and 18b are prevented from chattering due to alternately outputting positive and negative differential values from the differentiator 11.

Next, the effects of the first embodiment configured as described above will be explained.

Now, when the travel pedal 1 is depressed while traveling at a constant speed, a travel operation amount signal SG"l with a value increased by the amount of pedal depression is sent from the depression angle detector 7 to the travel function generator 8. The driving function generator 8 selects one of a plurality of functions based on the driving conditions and cargo handling conditions at that time, and converts the driving operation amount signal SGI into the rotation speed for driving according to the selected function. The data is converted into data A and output to the throttle actuator 5, which controls the rotation speed of the engine 2.

Further, the operator signal SG1 is output to an acceleration function generator 9, a deceleration function generator 10, and a differentiator 11. Then, the gear ratio data "a" from the acceleration function generator 9 is set to a large value (for example, Eal to Ea2), and the changed gear ratio data Ea (=Ea2) is transferred to the selector switch 18.
A is output. Further, the speed ratio data Ed from the deceleration function generator 10 has a value according to the amount of depression of the travel pedal 1 and the function selected by the function generator 10, and the speed change data Ed is output to the changeover switch 18a. On the other hand, the differentiator 11 outputs a positive differential value to the switch changeover circuit 17 based on the increase in the value of the traveling operation signal SG1.

In response to this, the switch changeover circuit 17 determines that acceleration is occurring, connects the changeover switch 18a to the acceleration function generator 9, and connects the changeover switch 18b to the acceleration ramp signal generation circuit 15. In this case, the changeover switch 1'8a has already been activated before the travel pedal 1 is depressed.
, 18b are connected to the acceleration function generator 9 and the acceleration ramp signal generation circuit 15, respectively, the holding state continues as it is.

Thereby, the speed change data Ea outputted from the acceleration function generator 9 is outputted to the swash plate actuator 6 via the code converter 12 and the acceleration ramp signal generation circuit 15. At this time, the speed change data Ea output from the acceleration function generator 9 immediately changes from Eal to Ea2, but the acceleration ramp signal generator 15 fluctuates as shown in FIG. 3 and outputs it to the swash plate actuator 6. will be done.

Therefore, even if the travel pedal 1 is suddenly depressed, the gear ratio of the continuously variable transmission 3 is shifted by one gear ratio at a predetermined speed change, so that a stable acceleration feeling can always be obtained even during sudden acceleration. When the pedal 1 is pressed gently, the vehicle accelerates slowly.

Next, if the travel pedal 1 that has been depressed is not released while driving at a constant speed, a travel operation signal S G i with a value smaller by the amount released is generated from the depression angle detector 7 as a travel function. output to the device 8. The driving function generator 8 selects one of a plurality of functions based on the driving conditions and cargo handling conditions at that time, and converts the driving operation amount signal SG1 into rotation speed data A for driving according to the selected function. and outputs it to the throttle actuator 5, which controls the rotation speed of the engine 2.

Further, the manipulated variable signal SGI is outputted to the acceleration function generator 9, the deceleration function generator 10, and the differentiator 11 in the same manner as described above. Then, the gear ratio data E from the acceleration function generator 9
a changes to a small value based on the amount of depression of the travel pedal 1 and the function selected by the function generator 9, and the changed gear ratio data Ea is output to the changeover switch 18a. Similarly, the speed ratio data Ed from the deceleration function generator 10 is based on the pedal depression amount based on the release of the travel pedal 1 and the function selected by the deceleration function generator 10.
is also output to the changeover switch 18a.

On the other hand, the differentiator 11 outputs a negative differential value to the switch changeover circuit 17 based on the decrease in the value of the traveling operation signal SGI.

The switch changeover circuit 17 determines that it is deceleration and switches the changeover switch 1.
8a is connected to the deceleration function generator 10, and the changeover switch 18b is connected to the deceleration ramp signal generation circuit 16.

As a result, the speed ratio data Ed output from the deceleration function generator 10 is output to the swash plate actuator 6 via the sign converter 12 and the deceleration ramp signal generation circuit 16. At this time, if the speed change data Ed output from the deceleration function generator 10 immediately changes from Ed2 to Edl, the deceleration ramp signal generator 16 causes the swash plate angle actuator 6 to fluctuate as shown in FIG. will be output to .

Therefore, even if the travel pedal 1 is suddenly released, the gear ratio of the continuously variable transmission remains at a predetermined speed change rate, so that a stable deceleration feeling can always be obtained during sudden deceleration. Then, when the pedal 1 is gently released, the speed is gradually decelerated.

During this deceleration, the deceleration function generator 10 is activated as shown in FIG.
When the function shown in When the value is returned to 1, coasting operation similar to a transmission vehicle can be performed.

Further, when the deceleration function generator 10 selects the function shown in FIG. 2(B) and the gear ratio data Ed is output according to that function, coasting occurs when the traveling pedal 1 is slightly released, and dynamic braking is performed when the traveling pedal 1 is released further. It is possible to perform deceleration driving that can increase the

Furthermore, when the deceleration function generator 10 selects the function shown in FIG. 2 (,C') and the gear ratio data Ed is output according to the function, the dynamic brake is It is possible to perform deceleration driving by actively utilizing the dynamic brake.

In this way, separate gear ratio data Ea and Ed are set for acceleration and deceleration, and these data Ea and E
Since the gear ratio of the continuously variable transmission Ia3 is adjusted based on the variable speed Ia3, it is possible to easily obtain various types of driving that are unique to acceleration driving and deceleration driving.

Furthermore, acceleration and deceleration ramp signal generation circuit 15.1
By appropriately varying the speed change ratio 6, it is possible to obtain a driving feeling of acceleration and deceleration that suits the driver's preference.

It should be noted that the present invention is not limited to the embodiments described above, and may be implemented by increasing or decreasing the number of selectable functions of the acceleration and deceleration function generators 9 and 10, for example.

Further, the continuously variable transmission 3 may be of any type as long as its gear ratio can be changed arbitrarily, such as a V-belt continuously variable transmission.

In addition, the number of revolutions of the engine 2 is controlled by converting the amount of operation of the driving pedal 1 into an electric signal, and this is mechanically connected to the throttle of the engine 2 via a link, wire, etc. You can also apply G1゜Running pedal 1
This may be implemented by changing to a seesaw-type travel pedal that is operated by pressing the front to move forward and pressing the back to move backward. In this case, the code converter 12 becomes unnecessary and the electronic circuit is simplified.

In addition, the engine 2 may be replaced with a diesel engine, a gala 1 non-engine, a motor, etc. (1°Furthermore,
In this embodiment, the throttle actuator 5 and the engine 2
However, it may be integrated with the engine, for example, as an electronically controlled fuel injection device.

Furthermore, in this example, it was applied to A-crit, but
The present invention may be applied to various cargo handling vehicles such as the shovel loader 1 aerial work vehicle, trucks, automobiles, and the like.

Second Embodiment The second embodiment, like the first embodiment, is embodied in a forklift, and as shown in FIG. The difference is that a detection signal from the deceleration ramp signal generation circuit 16 is outputted to the deceleration ramp signal generation circuit 16, and the speed change rate of the deceleration ramp signal generation circuit 16 is controlled to change based on the detection signal.

That is, the deceleration ramp signal generation circuit 16 of the second embodiment
is the depression angle θ of the brake pedal 21 (θ1<e2<e3
<θ4<e5), the rate of change changes as shown in FIG.

As a result, in addition to the effects of the first embodiment, the travel pedal 1
When loosened, it can coast like a transmission vehicle. In addition, since the gear ratio of the continuously variable transmission can be controlled by the brake pedal 21 and the vehicle speed can be arbitrarily reduced, there is no discomfort with dynamic braking, and furthermore, since the deceleration is mainly based on changes in the transmission, the vehicle speed can be arbitrarily reduced. , brake shoe wear is reduced.

Third Embodiment The third embodiment is an example in which a microcomputer is used.

As shown in FIG. 6, the operation amount signal SG1 and the detection signal from the detector 14 provided on the forward/reverse lever 13 are sent to a central processing unit (CPU), a read-only memory (ROM) that stores a control program, and various data. The data is output to the electronic control unit 23, which includes a readable and rewritable memory (RAM), etc., in which the data is stored. Based on these signals, arithmetic processing operations are executed according to the flowchart shown in FIG.

At this time, rotation speed data A and gear ratio data Ea.

A predetermined function is selected based on a preset program for calculating Ed and determining whether it is an acceleration or deceleration operation, and the calculation is performed according to the selected function. Further, calculation of the speed change ratio (fluctuation transition) in the case of acceleration and deceleration, and control of the throttle actuator 5 and swash plate actuator 6 are also processed by the program.

Effects of the Invention As described in detail above, according to the present invention, various acceleration/deceleration characteristics during acceleration/deceleration can be appropriately selected based on the operation of the traveling operation device, and a desired driving feeling can be appropriately selected.

[Brief explanation of drawings]

FIG. 1 is an electrical block circuit diagram for explaining a first embodiment of the present invention, FIG. 2 (A), <8). (C) is a diagram showing each function of the swash plate deceleration function generator, the third
The figure is an explanatory diagram for explaining changes in the gear ratio of the continuously variable transmission, FIG. 4 is an electric block circuit diagram for explaining the second embodiment of the present invention, and FIG. An explanatory diagram illustrating changes in the speed ratio, FIG. 6 is an electric block circuit diagram illustrating the third embodiment of the present invention, and FIG. 7 similarly shows the processing operation of the electronic control unit of the third embodiment. It is a flowchart. Traveling pedal 1, engine 2, continuously variable transmission 3, variable displacement hydraulic pump 3a, hydraulic motor 3b, throttle actuator 5, swash plate actuator 6, depression angle detector 7, driving function generator 8, for swash plate Acceleration function generator 9, swash plate deceleration function generator 10, differentiator 11, acceleration ramp signal generation circuit 15, deceleration ramp signal generation circuit 16, switch changeover circuit 17, changeover switches 18a, 18b, electronic control unit 22゜Patent applicant Toyota Automobile Co., Ltd.! Ki Seisakusho Co., Ltd. Toyota Central Research Institute

Claims (1)

[Claims] 1. In a vehicle in which the drive wheels are driven by the prime mover via a continuously variable transmission, and the continuously variable transmission changes its gear ratio based on the amount of operation of the travel operation device, Regarding the gear ratio data value outputted based on the manipulated variable, a first control means for controlling the acceleration gear ratio data value outputted based on the accelerated manipulated variable; a second control means for controlling the speed reduction gear ratio data value of the continuously variable transmission based on the acceleration or deceleration speed ratio data value outputted via the first or second control means; A transmission control device for controlling a vehicle when accelerating or decelerating the vehicle. 2. The first and second control means each have a control function of controlling the fluctuation transition of the changing gear ratio data value when the gear ratio data value changes based on the operation amount of the traveling operation device. A transmission control device for accelerating and decelerating a vehicle according to claim 1. 3. The first and second control means have a function of determining whether it is an acceleration operation or a deceleration operation based on the amount of operation of the traveling operation device, and based on the determination result, the gear ratio data value of either control means is determined. The transmission control device for accelerating and decelerating a vehicle according to claim 2, which has a function of outputting the following.