JPS60188652A - Transmission control device of cvt (continuously variable transmission) - Google Patents

Abstract

PURPOSE:To improve acceleration responsibility and to improve the efficacy of an engine brake by temporarily enlarging the transmission ratio according to the stepping amount of an acceleration pedal or change speed of releasing more than the transmission ratio determined by a throttle opening at that time. CONSTITUTION:When an acceleration pedal for acceleration is stepped on in an up-shift process, a throttle cam 51 is turned to increase the spring force of a transmission control valve 44 according to a change in a throttle opening, so that down-shift is accomplished. At this time, according to a throttle opening signal from a throttle sensor 60, the opening speed is measured by a differentiator 64 of a control unit 63, and further the control amount and time is increased as the opening speed becomes larger by a set circuit 70 and a comparator 69, so that an actuator 61 temporarily and compulsorily presses an operating member 48 of a transmission control valve 44 strongly to further enlarge the value of the transmission ratio.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a speed change control device for a belt-type continuously variable transmission for a vehicle, and particularly to one that performs speed change control in response to the rate of change in accelerator depression or release during acceleration or deceleration.

Regarding the speed change control of this type of continuously variable transmission, there is a prior art technology disclosed in Japanese Patent Application Laid-Open No. 55-65755, in which line pressure regulated by a pressure regulating valve is always introduced to the sub-pulley side. On the other hand, the transmission control valve is operated to supply or discharge line pressure to the main boolean side depending on the relationship between the throttle opening and the engine rotation, and the transmission ratio is adjusted to keep the engine rotation constant when the throttle distance is constant. It is configured to be converted.

Therefore, if the accelerator is further depressed during acceleration, the shift control valve will temporarily downshift and then upshift again depending on the throttle opening at that time, and when the accelerator is released during deceleration, the shift will be controlled by the shift control valve to temporarily downshift and then upshift again. As the opening degree decreases, the gear ratio changes to the smaller side by the gear change IQ control valve, resulting in an upshift state, and below a predetermined vehicle speed, a downshift occurs and engine braking becomes effective.

In this way, during acceleration and deceleration, the speed change is controlled only by the relationship between the throttle opening and engine speed changed by the speed change control valve, regardless of whether the accelerator is depressed or released quickly (-J
be exposed. For this reason, in actual driving, the speed change control applied to the request when accelerating or decelerating suddenly is not possible.Also, when decelerating, the shift control is applied immediately.
〜 and the engine brake becomes ineffective,
This is undesirable because the occupants experience an unintentional feeling of empty running.

In view of the problem of the speed change control during acceleration and deceleration based on the conventional technology, the present invention has been developed to provide a speed change characteristic in accordance with the driver's intention using V that corresponds to the changing speed of accelerator depression or release during acceleration and deceleration. It is an object of the present invention to provide a speed change control device for a continuously variable transmission, which is capable of achieving the desired results and also eliminating the feeling of uneasy running at the east exit during deceleration.

For this purpose, the configuration of the present invention includes a control unit that measures the opening/closing speed based on the output signal of the range and increases the control base and lengthens the control time as the speed increases. It has an actuator that temporarily operates one or both of the pressure regulating valve and the speed change control valve according to the output signal of the unit, and the throttle at that time is set to 0il according to the rate of change of accelerator depression or release.
The gist of this is to temporarily increase the gear ratio than the gear ratio determined by a to increase acceleration response and to effectively apply engine braking at the start of deceleration.

Hereinafter, one embodiment of the present invention will be specifically described with reference to the drawings. First, FIG. 1 shows J3 as an example of a continuously variable transmission to which the present invention is applied. J To explain the continuously variable transmission with a powder latch, reference numeral 1 is an electromagnetic powder clutch, 2 is a continuously variable transmission, and the continuously variable transmission 12 can be roughly divided into forward and reverse switching parts 3, and pulley ratio conversion. section 4, final reduction section 5, and hydraulic control section 6.

In the electromagnetic powder clutch 1, a drive member 9 with a built-in coil 8 is integrally connected to a crankshaft 7 from the engine, and a driven member 11 is integrally connected in the rotational direction by a spline to a transmission input shaft 10. The drive and driven member 9.11 is loosely fitted through a gap 12, in which the powder v13 (electromagnetic wire) is collected.

Also, a slip ring 15 is attached to the drive member 9 via a holder 14; The brush 1G for power supply is in sliding contact with the slip ring 15 to cause clutch current to flow through the coil 8.

In this way, the clutch current flows through the =1 coil 8 and the magnetic horn wires generated between the drive and triangular members 9 and 11 cause electromagnetic powder to be chained and accumulated on the gear V horns 12 of both. Due to the bonding force, the driven member 11 slides and becomes integrally connected to the drive member 9. On the other hand, when the clutch current is cut, the drive due to electromagnetic powder and the coupling force between the driven members 9 and 11 are lost, resulting in a clutch disengaged state. In this case, the clutch current supply and cut are continuously variable 3! tgJ! If the switching unit 3 of 2 is operated in conjunction with the shift lever etc., it will be possible to switch from the P (parking) or N (go to 1-ral) range to the D (drive) or R (reverse) range. Clutch 1 is automatically brought into contact at the time of switching, eliminating the need for clutch pedal operation.

Next, in the continuously variable transmission 2, the switching section 3 connects the input shaft 10 from the clutch 1 and the main shaft 1 disposed coaxially therewith.
7, the reverse drive gear 18 integrally coupled to the input shaft 10 and the reverse driven driven gear 1719 rotatably fitted to the main shaft 11111117 are meshed through a counter gear 20 and an idler gear 21. Furthermore, a switching clutch 22 is provided between the main shaft 17 and the gears 718, 19. When the switching clutch 22 is engaged to the gear 18 side from the neutral position of the P or N range, the main shaft 17 is directly connected to the input shaft 10, and the forward state of the D or H range is established, and the switching clutch 22 of the L and IJ ranges is engaged to the gear 19 side. When engaged, the power of the input horn shaft 10 is decelerated and reversed by the gears 18 to 21 to enter the reverse traveling state of the N range.

In the pulley ratio conversion unit 4, a sub-shaft 23 is arranged parallel to the main shaft 17, a main pulley 24 and a sub-pulley 25 are installed on both of these axes 17 and 23, respectively, and a pulley 24°2
An endless drive belt 26 runs between the two. The pulleys 24 and 25 are each divided into two parts, and the movable pulleys 24a and 25a are equipped with a hydraulic nervo device 2.
7 and 28 are provided to make the boob interval variable.

In this case, the main pulley 24 is the fixed pulley half 2.
The i'iJ movable side boob half-rest 24a is brought closer to the old) to gradually narrow the boob interval, and the sub pulley 25 is conversely moved the movable-side boob half-off 25a further away from the fixed-side boob half 251). The distance between the drive belts 2 and 2 is gradually increased.
By changing the ratio of the winding diameters of the pulleys 24 and 25 of No. 6, continuously variable power is extracted to the subshaft 23.

In the final reduction section 5, a large-diameter final gear X732 is connected to an output key A731 of the output @3() connected to the subshaft 23 via an intermediate reduction gear 729, and this final gear 17
32 to the axle 3 of the left and right drive wheels via the differential e machine 4R33
4°35 transmission configuration.

Furthermore, the hydraulic control unit 6 has a pump drive shaft 3G on the main pulley 24 side, which passes through the main shaft 11 and the input shaft 10 and is directly connected to the engine crank @7, so that hydraulic pressure is always generated during J-engine operation. An oil pump 37 is provided. This pump oil pressure is controlled by the oil pressure control circuit 38 according to the throttle opening degree and engine rotation speed according to the depression of the accelerator, and is transmitted to each oil pressure V-boot device on the main pulley and sub pulley side via the oil passage 39.40. 21 and 28, and is configured to perform continuously variable speed control of the pulley ratio converter 4.

To explain the hydraulic control unit 6 in FIG. 2, in the main pulley-side hydraulic regulator device 27, the movable pulley half-stop 24a is fitted into the cylinder 27a, which also serves as a screw, and the line pressure of the servo chamber 271+ is It is designed to work with
Also in the hydraulic 1-nervo device 28 on the sub-pulley side, the movable pulley half 25a is fitted into the cylinder 28a, and is operated by the line pressure of the ribo chamber 28b, and in this case, the pulley half 24a is the pulley half. The line pressure receiving area is larger than that of the sub-pulley servo chamber 25a.The oil passage 40 from the sub-pulley servo chamber 28b communicates with the oil reservoir 42 via the oil pump 37 and filter 41, and the oil in this oil passage 40 Branching from the pump discharge side to the main pulley servo chamber 27
A pressure regulating valve 43 and a speed change control valve 44 are provided in the oil passage 39 communicating with b.

The speed change control valve 44 consists of a valve body 45, a spool 4G, a spring 47 exerted on one side of the spool 46, and an actuating part IJ48 that changes the spring force. , Pitot pressure from a rotating L sensor 49 installed on the main boolean side and used to detect the engine speed is guided through an oil passage 50.
The actuating portion 48 is in contact with a throat cam 51 which rotates in accordance with the throttle jaw. In addition, the valve body 4
Boat 4 of 5! ib is the land 46a4 of the spool 46 (
i1+ allows line pressure supply boat 45c to 1 non-port i~4! i (to selectively communicate with one side of + d3, 451 to bow 1) is the
J to a, communicates with the ribbon chamber 27b, ball l-45c
is connected to the pressure regulating valve 43 side through the oil passage 39b, and drain bow 1-45d is connected to the oil sump side through the oil passage 52.

As a result, the spool 4G of the speed change control valve 44 has a piston corresponding to the engine speed of the boat t-45a.
The spring force corresponding to the throttle opening degree accompanying the rotation of the cam 51 acts in opposition to the spring force acting on the relationship between these two. That is, as the pressure rises as the two L engines rotate, the boats 45b and 45c
communicates with the main pulley servo chamber 27I) to supply line pressure to the main pulley servo chamber 27I) to start shifting to the high gear side. Shift to the higher speed side.

Next, the pressure regulating valve 43 includes a valve body 53, a spool 54,
It consists of a spring 55 mounted on one side of the spool 54, and the boats 53a and 531+ on the opposite side of the spool 54 have oil passages 1 to 50, respectively.
- pressure, the line pressure of the oil passage 39c is guided, and the spring 55
A feedback sensor υ5G that engages with the movable pulley half 24a of the main pulley 24 to detect the actual gear ratio is connected to the main pulley 24 via a bushing 57. Further, the oil passage 39c on the pump side always communicates with the oil passage 39b on the speed change control valve side regardless of the position of the spool 54. The oil passage 52 on the drain side also communicates with the boat 53d.

The spool 54 moves slightly from side to side due to the pitot pressure and the force of the spring.The notch in the land 54a of the spool 54 allows the line pressure boat 53c and the drain side oil passage 52 to
By controlling the communication with the line pressure, the line pressure becomes equal to the key signature E9.

To this, the spool 54 of the pressure regulating valve 43 has a pin 1.
The force of the core spring 55 acts in the direction of increasing the line pressure, and the force of the core spring 55 acts in the direction of increasing the line pressure. and at low gears where the transmitted torque is large (
Since the force of the spring 55 is large, the line pressure is set high, and as the gear is shifted to the high 31st gear, the line pressure is controlled to the extent that the pressure is applied so as not to cause belt slip. Hold and sing.

According to the present invention in the above configuration, the throttle cam is detected by using the rotating shaft of the throttle cam 51, for example. Actuation member 4 of speed change control valve 44
8 and the push of the pressure regulating valve 43: It has an actuator 01°62 which is attached to either one of the LSIs or both of the LSIs via links 58 and 59 and is temporarily forced to operate.
C circuit input via 63 to the control unit 1 that controls these
4 will be completed.

To explain the control unit J3 in Fig. 3, the opening/closing 3! is based on the output signal from the throttle sensor °60. l! It is determined by the trigger signal from the differentiator 64, which extracts a signal according to the degree of rotation, the full-wave rectifier 65, which converts the negative differential value to positive when the throttle is closed, the peak hold circuit 6G, which holds the peak value, and the trigger signal from the high-wave rectifier 65. Integrator 68 that integrates voltage 67, peak hold circuit 6G
A comparator 69 determines the control time by comparing the output signal of the integrator 68 with the output signal of the integrator 68;
and the peak zl from the comparator 6
The <- field circuit CG is connected to reset 1.

Next, the operation of the speed change control device having the above configuration is shown in FIGS. 4 and 5.
This will be explained using figures. First, at the start of driving, the spring force corresponding to the throttle opening is greater than the pitot pressure generated by the engine rotation in the speed change control valve 44, and the spool 46 moves to the right, draining the bow 1-$5b from the drain bow 1-45d. The main pulley lever chamber 27b is drained from the main pulley lever chamber 27b. On the other hand, since the line pressure regulated by the pressure regulating valve 43 is always introduced into the auxiliary pulley servo chamber 28b, the movable half half 24a of the main pulley 24 retreats and the drive belt 2G is wound there the deepest. As a result, the spool 4 (8) of the speed change control valve 44 moves to the side as the pitot pressure becomes high as the engine speed increases. 1-45I] is connected to the bows 1 to 45c, and the line pressure is also applied to the main pulley valve chamber 271). Main pulley 24 movable side half rest 2
4a moves forward and increases its bell 1 ~ volume (=J G) sutra -
As a result, the engine rotation is upshifted from the shift start point P1 according to the throttle opening of the maximum gear ratio 11 so as to keep the engine rotation constant.

- Then, in the process of such a shift, the driver depresses the accelerator at point P2 on the shift line to accelerate.

In other words, the spring force of the speed change control valve 44 is increased in accordance with the amount of change Δθ in the throttle opening in this case, causing a downshift, and as shown by the broken line in Fig. 4, the speed ratio changes from 1□ before acceleration to temporarily exceeds it. It says that the gear ratio will be 11.

By the way, the differentiator 64 of the control unit 63 is activated based on the throttle opening signal from the throttle controller 00.
The opening speed in this case is measured, and the setting circuit 70 and comparator 69 determine that the greater the listening speed, the greater the control (2) and the longer the time.Based on this, for example, the actuator 01 controls the speed change control valve. The operating member 48 of 44 is temporarily forcibly pressed (pressed). Therefore, as shown by the solid line in FIG. In this case, the overrun m is 1:1.
~ It depends on the opening speed of the level.

Incidentally, even if the line pressure is increased by operating the pressure regulating valve 43 by the actuator 62, substantially the same characteristics as described above can be obtained, and it is even more effective if both act at the same time.

Also, as shown in FIG. 5, point P on the shift line.

When the accelerator is released to decelerate, the spring force in the speed change control valve 44 decreases rapidly.
6 moves to the left and is about to be immediately upshifted to the minimum gear ratio 15 as shown by the broken line.

By the way, at this time, the control amount and time are determined by the control unit 63 in accordance with the closing and opening of the throttles 1 to 1 in the same way as described above.
Therefore, at the start of deceleration, as indicated by the solid line in FIG. In this case, the shift is
If the closing speed of the first wheel is high, the speed change ratio maintained at a high speed ratio will be poor.

In addition, the pressure regulating valve 4 is controlled by the actuator 1 router 62 here.
Of course, there are cases where the line pressure can be lowered in step 3, or both methods can be applied at the same time.

An embodiment of the present invention is shown in FIG.
and the integral piston 72 are fitted, and the piston 72 has A
A refill 73 is formed, and the cylinder 71 is filled with an appropriate liquid or the like. Therefore, for example, when the opening speed of the throttle during acceleration is high, the actuating member 48 is momentarily pressed against the groove, and a large gear ratio can be obtained.

As is clear from this example, according to the present invention,
When the continuously variable transmission is temporarily downshifted by the speed change control valve 44 during acceleration, the gear ratio is shifted to shift 1 according to the speed at which the accelerator is depressed. There is no need to step on the accelerator, which improves fuel efficiency and other aspects. In addition, when the accelerator is released during deceleration, the gear ratio is immediately upshifted to the minimum gear ratio by the gear change control valve 44, but at the start of deceleration, the gear ratio is temporarily held at a higher gear ratio and the engine brake is applied, which prevents an unintentional feeling of empty running. This also improves deceleration performance.

[Brief explanation of drawings]

Fig. 1 is a skeleton diagram showing an example of a continuously variable transmission to which the present invention is applied, Fig. 2 is a circuit diagram showing an embodiment of the device according to the present invention, and Fig. 3 is a circuit diagram showing a control unit. 4 is a diagram for explaining the operating state during acceleration, FIG. 5 is a diagram for explaining the operating state during deceleration, and FIG. 6 is a sectional view of a main part showing another embodiment. 2... Continuously variable transmission, 6... Hydraulic control section, 43...
Pressure adjustment valve, 44... Speed change control valve, 60... Throttle sensor, 61, 62... Accelerator 11-ta, 63
···Controller unit. Published by Ben 1111shi F [Susumu

Claims (1)

[Claims] A pressure regulating valve in the hydraulic control part of the continuously variable transmission, and a speed change 1III that controls the speed change based on the relationship between the throttle opening and one engine rotation.
In those that control the I control valve, there is a throttle sensor that detects the throttle opening, and the opening/closing speed is measured based on the output signal of the sensor. It has an actuator that temporarily operates one or both of the pressure regulating valve and the speed change control valve according to the output signal of the control unit, and has an actuator that temporarily operates one or both of the pressure regulating valve and the speed change control valve, and when accelerating when the accelerator is depressed or decelerating when releasing the accelerator. A speed change control device for a 111° C. gear transmission, characterized in that the speed change control device is configured to temporarily make the speed change ratio larger than the speed change ratio determined by the throttle opening degree depending on the speed of change.