JPS60189635A - Controller for transmission at acceleration and deceleration of vehicle - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device that controls the rotation speed during acceleration and deceleration of a vehicle, and more specifically, a driving wheel is driven by a prime mover via a continuously variable transmission, and the continuously variable transmission is If you are in a vehicle whose gear ratio changes based on the amount of operation of the travel operation device, and the speed change ratio of the continuously variable transmission changes based on the change of the amount of operation of the travel operation device, change the change in the speed change ratio. The present invention relates to a transmission control device for controlling acceleration/deceleration during acceleration/deceleration.

In the present invention, the drive wheels are driven by the prime mover via a continuously variable transmission, and the continuously variable transmission operates based on the amount of operation of the travel control device to determine its gear ratio (-(rotational speed of the output shaft of the transmission)/( In a vehicle where the rotational speed of the input shaft of the transmission changes, for example, when you step on the accelerator pedal to accelerate, the rotational speed of the driving force (rotational speed) increases and the vehicle speed also increases.This Ueno response is It is proportional to the accelerator pedal depression speed.

- At the same time, the speed ratio of the continuously variable transmission increases, so the driver feels that the vehicle speed is being accelerated in a short period of time to an extent that cannot be predicted.

On the other hand, when the accelerator pedal is released to decelerate, the rotational speed of the prime mover decreases and the vehicle speed also decreases. or,
At the same time, the gear ratio of the continuously variable transmission also decreases, making the driver feel that the vehicle speed has been unexpectedly reduced in a short period of time.

Therefore, the driver could not obtain the desired driving characteristics (acceleration and deceleration characteristics).

The present invention has been made to solve the above problems, and its purpose is to optimize or arbitrarily adjust the acceleration/deceleration characteristics during driving based on the operation of a driving operation device such as a driving pedal or an accelerator pedal. It is an object of the present invention to provide a transmission control device during acceleration and deceleration of a vehicle that can be selected and a desired driving feeling can be appropriately selected.

In order to achieve the above-mentioned object, the present invention drives driving wheels via a prime mover (particularly a continuously variable transmission), and the continuously variable transmission adjusts its gear ratio based on the operation amount of a driving i-1 operating device. When the vehicle is in J3 and the gear ratio data value output based on the operation of the traveling operation device changes based on the change in the operation amount, the change JII shift of the changing gear ratio data value is calculated. Transmission control during acceleration and deceleration of a vehicle, comprising: a control means for controlling; and an adjusting means for adjusting the gear ratio of the continuously variable transmission based on the gear ratio setting outputted via the control means. The gist is the device.

That is, the gist of the present invention is that when the traveling operation device is operated for acceleration/deceleration, the rotational speed of the prime mover changes and the gear ratio of the continuously variable transmission also changes. At this time, by controlling the variation (degree) of change in the gear ratio of the continuously variable transmission, the rapid variation in vehicle speed is alleviated.

Furthermore, it is possible to obtain optimal or arbitrary acceleration/deceleration characteristics during driving.

Next, preferred embodiments 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. An electrical block circuit diagram of a control device that controls the rotation of the engine 2 and controls the gear ratio of the continuously variable transmission 3 is shown. The engine 2 drives driving drive wheels 4 via a continuously variable transmission 3. Also, adjust the rotation speed of engine 2 η
The opening degree of the throttle 1 is controlled by an actuator 5 to the throttle 1.

The continuously variable transmission 3 is composed of a variable displacement hydraulic pump 3a and a hydraulic motor 31), and its variable noise M hydraulic pump 3a
is driven by engine 2, and hydraulic motors 3 b t, ,
i It rotates with hydraulic oil supplied by driving the variable displacement hydraulic pump 3a, 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 angle of inclination of the swash plate that adjusts the gear ratio is appropriately controlled by a swash plate actuator 6.

On the other hand, the running pedal 1 is provided with a depression angle detector 7 consisting of either a bodensimeter for detecting the depression angle of J, or an inktance type displacement 81 and a matrix displacement h1.
), and outputs a traveling operation amount signal SG1 having a value proportional to the depression angle m.

A driving function generator 8 that receives the driving operation amount signal SG1.
is a circuit that converts the input operation amount signals S and G1 into engine rotation speed data A for driving, and converts the operation signal SG1 based on a function corresponding to preset driving conditions.
is converted to rotation speed data △. In this embodiment, the function corresponding to the driving condition is used for operation (i.e. driving operation signal 5GI) so that the engine can be driven optimally under each driving condition such as flat driving, climbing driving, and descending driving.
A plurality of thrower one-way speed characteristics (that is, engine rotation speed data A for driving) are set, and the driving function generator 8 selects one of the functions from among the plurality of functions based on the driving conditions at that time. The optimum one is selected and the rotation speed data A corresponding to the traveling operation amount signal S01 is output in accordance with the selected function.

Incidentally, the selection of the optimum function of the function generator 8 is based on the running conditions and the like based on the presence or absence of luggage (not shown), a sensor for detecting Ili, a sensor for detecting vehicle speed, a sensor for detecting the load during running, etc. It is designed to determine the cargo handling conditions and select the optimal function that matches the conditions.

The rotation speed data A is the throttle actuator 5.
is output to. And the actuator 5 is the same as -i゛-
The throttle is adjusted based on the data A, and the rotational speed of the engine 2 is controlled based on the data A.

The traveling operation amount signal SGI is output to a swash plate function generator 9 and a differentiator 10. The swash plate function generator 9 converts the input operation amount signal SG1 into gear ratio data e for controlling the inclination angle (gear ratio) of the swash plate of the variable displacement hydraulic pump 3a! i! ! This circuit converts the manipulated variable signal SG1 into gear ratio data e based on a function corresponding to preset driving conditions.

In this embodiment, the function corresponding to the driving condition is, for example, when driving on a flat road,
The operation amount (driving operation amount signal 5
A plurality of swash plate inclination angle characteristics (gear ratio data e) for GI) are set, and the swash plate function generator 9 selects the optimal one from among the plurality of functions based on the running conditions at that time. Then, in accordance with the selected function, the gear ratio data e for the traveling operation amount signal SGI is output to the code converter 11.

The code converter 11 detects the operating position of the forward/reverse lever 12 and converts the gear ratio data e based on a detection signal from a detector 13 that detects whether the lever 12 is in a curve, reverse, or neutral position. It is designed to be output. Then, in the case of forward movement, the gear ratio data e is set to a negative value in the case of reverse movement, and the gear ratio data e is set to a negative value in the case of neutral movement, and the code converter 11 is set to the value 0 by disabling the gear ratio data e, and the code converter 11 is used for acceleration. The signal is output to a ramp signal generation circuit 14 and a deceleration ramp signal generation circuit 15.

The acceleration ramp signal generation circuit 14 detects the change in the speed ratio data e when the gear ratio data e changes during acceleration, that is,
As shown in FIG. 2, when the gear ratio data e changes from el to e2 (el<e2>) by pressing the travel pedal 1, the degree of rise (speed change) when increasing the gear ratio of the continuously variable transmission 13 from 01 to e2 This circuit sets the degree of
Variable speed ratios (rising lines La1 to 1-a3) are prepared, and each is appropriately selected in advance by the driver, various sensors, or a computer.

The deceleration ramp signal generation circuit 15 generates a change in the speed change ratio data e when the speed change ratio data e at 85 changes during deceleration. This circuit sets the degree of fall (change speed ratio) when lowering the gear ratio of the continuously variable transmission 3 from e2 to 01 when e changes from 02 to 01, and in this embodiment, it is composed of an integrating circuit, As shown in FIG. 2, three speed change ratios (falling lines Lb1 to Lb3) are prepared and each can be appropriately selected in advance by the driver, various sensors, or a computer.

The differentiator '10 differentiates the travel operation amount signal SG1, and based on the differential value, determines whether the operation of the travel pedal 1 is a depression operation for acceleration or a return operation for deceleration. That is, the differentiator 10 determines that the differential value of the travel operation amount signal SG1 based on the depression operation is positive, and conversely, the differential value of the travel operation amount signal SG1 based on the return operation is negative, and the positive and negative differential values are applied to the next stage switch. It is output to the switching circuit 16.

The switch changeover circuit 16 selects a changeover switch 1 provided between the acceleration and deceleration ramp signal generation circuit 14, 15 and the swash plate angle actuator 6 based on the differential value.
7 is switched and controlled. The switch changeover circuit 16 connects the changeover switch 17 to the acceleration ramp signal generation circuit 14 when a positive differential value is input, and connects the changeover switch 17 to the deceleration ramp signal generation circuit 15 when a negative differential value is inputted. be controlled as follows.

Therefore, when the travel pedal 1 is depressed, the gear ratio data e is transmitted to the CC swash plate acco-coator 6 via the acceleration ramp signal generation circuit 14, and when the travel pedal 1 is returned, the gear ratio data e is transmitted via the deceleration ramp signal generation circuit 15. Swash plate actuator 6
is output to. The swash plate angle actuator 6 then adjusts the swash plate angle based on the data e to control the gear ratio.

The switch switching circuit 16 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
It holds 7.

That is, when the vehicle is traveling with the travel pedal '1 held constant, the changeover switch 17 is prevented from fluttering due to the positive and negative differential values being alternately output from the differentiator 0.

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

Now, when you depress the travel pedal 1 while driving at a constant speed, a travel operation amount signal SG1 with a value increased by the amount of pedal depression is output from the pedal angle detector 7 to the travel function generator 8. Ru. The running amount v1 generator 8 determines the running conditions and cargo handling conditions at that time! 1 is selected from among a plurality of functions, and the traveling operation amount signal SG1 is generated according to the selected function.
is converted into rotational speed data A for driving and output to a throttle actuator 5, which controls the rotational speed of the engine 2.

Further, the manipulated variable signals S and G1 are outputted to a swash plate function generator 9 and a differentiator 10. And a swash plate function generator 9
Based on the depression of the travel pedal 1, the gear ratio data e changes to a large value (for example, from el to 02) based on the increase in the value of the travel operation signal SGI, and the changed gear ratio data e (=e1) through the code converter 11 to acceleration and deceleration ramp signal generation circuits 14 and 15.
Output to.

-fj, the differentiator 10 outputs a positive differential value to the switch changeover circuit 16 based on the increase in the value of the running operation signal SGI. The switch changeover circuit 16 determines that acceleration is occurring and connects the changeover switch 17 to the acceleration ramp signal generation circuit 74.

In this case, if the -C changeover switch 17 is already connected to the acceleration ramp signal generation circuit 14 before the driving pedal 1 is depressed, the holding state will continue.

Thereby, the gear ratio data e outputted from the swash plate function generator 9 is outputted to the swash plate actuator 6 via the shift converter 11 and the acceleration ramp signal generation circuit 14. At this time, the speed change data e output from the swash plate function generator 9 immediately changes from el to e2, but as shown in FIG. It is then output to the swash plate angle actuator 6.

Therefore, if you suddenly press the travel pedal 1,
Continuously variable transmission (the gear ratio of 2 is predetermined in advance, and if the pedal is depressed by 1 pedal, the corresponding acceleration characteristics will be 1q).

Next, it is running at a constant speed! Then I let go of the travel pedal '1, which I had been pressing down on, and it became smaller by the amount I released it.7
A driving operation ω signal sG1 of M is output from the depression angle detector 7 to the driving function generator 8. For driving +3U number generation i'
#8 fL Select one from a plurality of functions based on the running condition fi and cargo handling conditions at that time, and change the traveling operation amount signal SG1 to the rotation speed A for traveling according to the selected function. It is converted and output to the thrower 1 actuator 5, and the rotation speed of the engine 2 is controlled by the actuator 5.

Further, the manipulated variable signal SG1 is output to the swash plate function generator 9 and the differentiator 1o. Then, the gear ratio data e from the swash plate function generator 9 changes to a small value (for example, from e2 to 01) based on the depression of the travel pedal 1, that is, based on the decrease in the value of the travel operation signal SG1. , the changed gear ratio data e-(=e1) is sent to the acceleration and deceleration ramp signal generation circuits 14 and 15 via the all-row converter 11.
Output to.

On the other hand, the differentiator 1o outputs a negative differential value to the switch changeover circuit 16 based on the decrease in the value of the traveling operation signal SG1. The switch changeover circuit 16 determines deceleration and connects the changeover switch 17 to the deceleration ramp signal generation circuit 15.

As a result, the gear ratio data e output from the swash plate function generator 9 is output to the swash plate +IM angle actuator 6 via the sign converter 11 and the deceleration ramp signal generation circuit 15. At this time, the speed change data e output from the swash plate function generator 9 immediately changes from e2 to el, but the deceleration ramp signal generator 15j changes the change as shown in FIG. and is output to the swash plate angle actuator 6.

Therefore, when the travel pedal 1 is suddenly released, the gear ratio of the continuously variable transmission shifts to 111 at a predetermined speed change rate.
A smooth deceleration characteristic without impact can be obtained at the deceleration port 5, and when the travel pedal 1 is returned to a value below the predetermined speed change rate, a corresponding deceleration characteristic can be obtained. .

In this manner, in this embodiment, the acceleration/deceleration characteristics based on the depression and return operations of the travel pedal are appropriately varied by the acceleration and deceleration lamp confidence generation circuits 1/I and 15, so that acceleration and deceleration with good feeling can be achieved. can be obtained.

Furthermore, acceleration and deceleration ramp signal generation circuit 14.1
By appropriately varying the speed change ratio 5, it is possible to obtain a driving feeling of acceleration/deceleration that suits the driver's preference. Furthermore, in the case of deceleration, it is possible to decelerate with the same feeling as with a normal dynamic brake.

It should be noted that the present invention is not limited to the above-mentioned embodiments, and for example, ramp signal generation circuits 14 and 15 for acceleration and deceleration may be used.
The number of selectable variable speed ratios may be increased or decreased. Further, in this embodiment, the gear ratios are controlled for both acceleration and deceleration, but this is controlled by either acceleration or deceleration (1). : May be carried out in case of

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 rotations of the engine 2 is controlled by converting the amount of operation of the travel pedal 1 into an electric signal, but there is a vehicle in which this is mechanically connected to the throttle of the engine 2 via a link, wire, etc. It may be applied to

Alternatively, the driving pedal 1 may be changed to a seesaw type driving pedal operated by pressing the front to move forward and pressing the rear to move backward. In this case, the code converter 11 is unnecessary and the electronic circuit is simplified.

Further, the engine 2 may be replaced with a deep pill engine, a gasoline engine, a single motor, or the like.

Further, although the throttle actuator 5 and the engine 2 are separated from each other in this embodiment, they may be integrated with the engine, for example, as in the case of an electronically controlled fuel injection system.

Furthermore, in this example, it was applied to the F-A-Clift, but
Various cargo handling vehicles such as excavator rotors and aerial work vehicles, j~
It may be applied to racks, automobiles, etc.

Second Practical IAi Example The second embodiment, like the first embodiment, is embodied in the fork rear 1~, and as shown in FIG. The detection signal from the brake depression angle detector 19 is output to the deceleration ramp signal generation circuit 15, and the deceleration ramp signal generation circuit 15 is enabled based on the detection signal. The difference is that changes are controlled.

In other words, the deceleration ramp signal generation circuit 15 of the second embodiment
is the depression angle of the brake pedal 18. (θ1<02<θ3
The rate of change changes as shown in FIG. 4 depending on the angle θ4<θ5.

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 18 and the vehicle speed can be arbitrarily decelerated, there is no discomfort with dynamic braking. As a result, wear and tear on the brake cylinder is reduced.

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

As shown in FIG. 5, the operation amount signal SG1 and the detection signal from the detector 13 installed on the forward/reverse lever 12 are centrally processed!
! i@ (CPU), a read-only memory (ROM) that stores control programs, and a readable and replaceable memory (RAM) that stores various data. Being horned.

Then, based on these signals, arithmetic processing operations are executed according to the flowchart shown in FIG. 6.

At this time, a predetermined function is selected based on a preset program to calculate the rotational speed f-ta and the gear ratio data e, and to determine whether it is 1st gear or deceleration operation. be taken out. In addition, the change in the gear ratio in the case of +111 speed and deceleration (variation 11[
The processing operations are overridden by a program that calculates the movement (movement) and controls the thrower 1 actuator 5 and the swash plate angle 1 actuator 6.

As mentioned above, according to the present invention, the acceleration/deceleration characteristics during driving can be optimally or arbitrarily selected based on the operation of the driving operation device such as the J pedal or the accelerator pedal, so that the desired driving can be achieved. You can choose the feeling accordingly.

[Brief explanation of the drawing]

FIG. 1 is an Ic electric block circuit diagram explaining the first embodiment of the present invention, FIG. 2 is an explanatory diagram similarly explaining the fluctuation transition of the gear ratio of a continuously variable transmission, and FIG. FIG. 4 is an electric block circuit diagram for explaining the second embodiment, and FIG.
The figure is an electric block circuit diagram for explaining the third embodiment of the present invention, and FIG. 6 is a flow chart showing the processing operation of the electronic device of the third embodiment. Traveling pedal 1, engine 2, continuously variable transmission 3, variable displacement hydraulic pump 3a, hydraulic motor 3b, throttle actuator 5, swash plate angle actuator 6, depression angle detector 7,
Running function generator 8, swash plate function generator 9, differentiator 10
, acceleration ramp signal generation circuit 14, deceleration ramp signal generation circuit 15, switch changeover circuit 1G, changeover switch 17
, electronic control device 21°

Claims (1)

[Claims] In a vehicle in which drive wheels are driven by a prime mover via a continuously variable transmission, and its gear ratio is changed based on the amount of operation of a traveling operation device, the driving operation is performed. When the gear ratio data value output based on the operating amount of the device changes based on the change in the operating amount, the changing gear ratio 7-
A vehicle comprising: a control means for controlling fluctuations in the transmission speed; and an adjustment means for adjusting the gear ratio of the continuously variable transmission based on the gear ratio data value outputted via the control means. d'3 (transmission control device) during acceleration and deceleration.