JPS5962762A - Method of controlling reduction ratio in engine braking of stepless variable transmission for vehicle - Google Patents

Abstract

PURPOSE:To shift down properly reduction ratio according to running condition for preventing over-run by setting an electronic control circuit such that the desired control rotational frequency of an engine is higher than that of an input pulley right before the input of engine brake signal and lower than the maximum allowable rotational frequency of the engine and controlling a reduction ratio controlling mechanism such that the rotational frequency of the input pulley becomes the desired one. CONSTITUTION:The rotational speed of an input pulley is detected by a rotational speed sensor 92, converted to voltage by a speed detection processing circuit 96 and introduced to CPU 912 through an input interface 909. ROM 913 houses a program for controling solenoid valves 76, 84, 85 and data necessary for controlling them, and RAM 914 houses temporarily input data and parameters necessary for control. The outputs are converted to the operative outputs of solenoid valves 85, 84 for down-shift and up-shift and a shift controllng solenoid valve 76 through an output interface 916 and a solenoid output driver 917. When a brake is operated, a brake switch 95 is turned on to start brake control.

Description

[Detailed description of the invention]

The present invention relates to a method for controlling a reduction ratio during engine braking of a continuously variable automatic transmission for a vehicle using a continuously variable transmission with a bell l set. It consists of an input pulley and an output pulley, which are installed on the input and output shafts, and whose effective diameters are increased or decreased by a hydraulic servo, and a ■bell 1 that transmits power between these manual pulleys and output pulleys■Pel 1 Continuously variable automatic transmissions for vehicles using ~ type continuously variable transmissions are fluid phases such as torque converters or fluid couplings: manual and forward/reverse switching (M mechanism and combination J), and continuously variable transmissions for vehicles such as automobiles. Suitable for use as a transmission. This continuously variable automatic transmission for vehicles is capable of
To apply the engine brake, turn the manual valve to D.
When the engine is manually shifted from the (drive) range to the L (low) range for engine braking, a so-called overrun occurs in which the engine is rotated at a rotation speed higher than the allowable rotation speed in J3. In this type of continuously variable automatic transmission for vehicles, during normal driving with the manual valve set to the drive (D) range,
The input pulley rotational speed is controlled in accordance with vehicle driving conditions such as vehicle speed and throttle opening so that the reduction ratio (gear ratio) matches the rotational speed set to provide the best fuel efficiency, for example. J: In this continuously variable automatic transmission for vehicles,
Even when applying the engine brake, set an appropriate target rotation speed to prevent engine overrun, and control the reduction ratio to avoid matching the input pulley rotation speed to the target rotation speed. Negative i! jl～
It is possible to continuously avoid deceleration (downshift) according to the torque, prevent A-bar run, and simplify the control device. An object of the present invention is to provide a method for controlling a reduction ratio during engine braking of a continuously variable automatic transmission for a vehicle, which can appropriately downgrade the reduction ratio according to vehicle speed and load torque and prevent overrun. A primary object of the present invention is to enable engine braking to be controlled by an electronic control device that is almost the same as the electronic control device for the reduction ratio control mechanism during normal driving, and to simplify the control device for the continuously variable automatic transmission for vehicles. The purpose of the present invention is to provide a method for controlling the reduction ratio during engine braking of a red machine. The method for controlling the reduction ratio during engine braking of the Tli Ryogawa continuously variable automatic transmission according to the present invention is as follows:
and output shaft.

A V-belt consisting of an input pulley and an output pulley whose effective diameters are increased or decreased by a hydraulic servo, and a V-belt that transmits power between these manual pulleys and output pulleys.
This is a control device for a continuously variable automatic transmission for vehicles that uses a belt-type continuously variable transmission, and controls vehicle speed, throttle opening, output shaft torque,
It is equipped with a logic means that outputs according to the input from the means for detecting vehicle walking conditions such as shift 1 to position of the manual valve and operation of the brake. an electric control circuit; and controlled by the output of the electric control circuit, controlling the supply and discharge of hydraulic oil to the hydraulic servo of the input pulley and the output pulley;
In a control device for a continuously variable automatic transmission for a vehicle, comprising a hydraulic control circuit including a reduction ratio control mechanism that changes the reduction ratio of the V-belt continuously variable transmission according to vehicle running conditions, the electric control circuit comprises: When the engine brake activation signal is manually input, the control target rotation speed is set to be higher than the input pulley rotation speed immediately before the input of the engine brake signal, and lower than the W1 maximum rotation speed at which the engine speed is below the allowable rotation speed. , the reduction ratio control mechanism controls the V-belt continuously variable transmission so that the input pulley rotation speed becomes the target rotation speed.
1. Configure what you want to do. The present invention will be briefly explained based on an embodiment shown in the drawings. Figure 1 shows the production of continuously variable automatic transmissions for vehicles. Reference numeral 100 designates a fluid coupling room 110 in which the engine fastening surface 1oO△ opens and accommodates fluid couplings such as fluid couplings and torque converters, and a fluid coupling room 110 which opens on the side opposite to the engine and accommodates the differential gear. A differential gear room 120 that supports one output shaft of the fundamental gear, and an idler gear room 130 that is similarly open on the side opposite to the engine and accommodates the idler gear and supports one of the shafts of the idler gear: 1 engine bark case 200 is a transmission room 210 which opens on the engine side and houses the V-Pel 1-type continuously variable transmission, covers the opening surface of the differential + full room of the torque converter case, and covers the other side of the differential. The differential door range 1 full room 22o1 supports the output shaft of the differential door range 1, and the idler gear room 230 covers the side opposite to the engine side of the idler gear room 130 of the torque converter case, and the side surface 100 of the torque converter case opposite to the engine.
[3] is a transmission room connected by a port 1-, and together with the torque converter case and an intermediate case to be described later, forms an outer shell (coos) of an automatic transmission for a vehicle. 300 is a center case that pivotally supports the transmission shaft between the fluid coupling and the transmission, and in this embodiment, 1
The center case is housed in a Herans Mitsushimin case and is fastened to the opposite side 100B of the torque converter case from the engine. In this embodiment, the automatic transmission has a torque converter case 1oo.
A known fluid coupling 400 and a transmission case 20 arranged inside and connected to the output shaft of the engine.
It consists of a transmission installed in 0. The transmission has a hollow shaft center 2, and the hollow portion 51
1 is the hydraulic oil of the hydraulic servo, and the input lllllll1510 is the oil supply/drainage path for lubricating oil, which is the fluid coupling 40.
J, which has a coaxial center with 0, is hollow, and the axial center is hollow,
An output shaft 55Q, in which the hollow portion 511 serves as an oil supply and drainage path for hydraulic oil of a hydraulic servo, is arranged parallel to the input shaft 510. A planetary gear transmission mechanism 600 disposed between the human j axis 510 of the continuously variable transmission and the output shaft of the fluid coupling, the V
The input shaft 510 and the output shaft 550 of the continuously variable transmission Ia 500 are connected to the axle, and the output shaft 710 is connected to the axle. and 1. of the output shaft 550 of the Pell 1-type continuously variable transmission 1500. The engine is inserted between the output gear 590 of a belt-type continuously variable transmission provided at the end of the engine, parallel to the output shaft 550, one end is supported by the torque converter shaft, and the other end is supported by the torque converter shaft. consists of an idler gear 800 which is pivotally supported by a renter coos 300 serving as an inner case, and includes an idler gear I shaft 801, an input gear 802, and an output gear 803 provided on the idler gear shaft. The continuously variable transmission 500 and the planetary gear transmission mechanism 600 are controlled in a predetermined manner by a hydraulic control device, such as reduction ratio, forward movement, reverse movement, etc., according to vehicle driving conditions such as vehicle speed and throttle opening.104 is a center case. This is an oil pump cover which is fastened to the wall (where the fluid coupling is located) and houses therein a delta oil pump 10G driven by a hollow shaft 410 integrated with the fluid coupling 400. The output shaft 420 of the fluid coupling 400 is rotatably supported via a metal bearing 320 by a sleeve 310 attached to the center of the center case 300.
At the engine side end is the hub 4 of the lock-up clutch 430.
40 is spline-fitted with the hub 460 of the turbine 450 of the fluid coupling, and the other end is enlarged in diameter in a stepped manner, and the large diameter portion is connected to the input shaft 80 of the planetary gear transmission mechanism 600.
1 and the center case 3 via the bearing 330.
It is supported by 00. The output shaft 420 of the fluid coupling and the input shaft 601 of the planetary gear transmission mechanism are formed hollow, and the hollow part is provided with an oil passage 421 and a plug 420 is fitted therein. The engine side end of the sleeve 422, which is slidably attached to the input shaft 510 of the transmission, is rotatably fitted. The planetary tooth 11 transmission mechanism 6()0 is connected to an input shaft 601 that is integrated with the output shaft 420 of the fluid coupling 400, and is connected via a multi-disc clutch 630 to
4-wheel rear 620 connected to the fixed flange of the belt-type continuously variable transmission, a ring gear 660 engaged with the center case 300 via the multi-disc brake 650, and integrated with the input shaft 510 of the belt-type continuously variable transmission. A sun gear 670 is provided on the outer periphery of the shaft 610, and a sun gear 670 is pivotally supported by the rear 620.
Planetary gear 6 meshed with 70 and ring gear 660
40, an bolt bolt 80 formed on the wall of the center case 300 to operate the multi-disc brake 650, and a hydraulic servo 690 formed on the fixed flange wall to operate the multi-disc clutch 630. ■Belt type continuously variable speed 1a! i00 is integrally formed on a human power shaft 510 that is integral with the output shaft 610 of the Vl star gear transmission 4M 600, and is driven by an IC fixed 7 flange 520A and a hydraulic servo 530 in the direction of the fixed 7 flange 520A ti. An input pulley 520 consisting of a lunge 520B, fixed seven lunges 5CiOA, JjJ formed integrally with the output shaft 550 of the belt type continuously variable transmission, and a movable fixed flange 560 driven in the △ direction by the hydraulic servo 570. Output pulley 5 consisting of flange 560B
60, and a V-belt 580 that transmits power between the input pulley 520 and the output pulley 560. ■The input shaft 510 of the belt type continuously variable transmission is the end 5 on the side of the engine, which is the output shaft 610 of the planetary gear transmission tm4M.
10A is supported by the input shaft 601 of the planetary gear transmission mechanism via a bearing 340, and is supported by the center case 300 via the input shaft 601 and the bearing 330, and the other end 510B is supported by the transmission case via a bearing 350. It is supported by the side wall 250 opposite to the engine, and its tip surface 510C is supported by the front side wall 250.
It is in contact with a lid 260 fastened to the needle (roller) bearing 270. ■The hollow part 511 formed at the center of the input shaft 5100 of the bell 1 type continuously variable transmission has the sleeve 4 attached to the side of the engine.
The engine side part 511A receives the hydraulic pressure supplied from the oil passage 421 through the center case 300 and the oil passage 301 to the hydraulic servo 690 through the oil passage 513 formed at the base of the fixed flange 520A. The oil path for supplying hydraulic pressure is connected to the opposite side portion 511B, the tip of which is
The pipe-like protrusion 261 of the lid 260 is fitted to close the hole 250A formed in the corresponding part of the input shaft 510 of the side wall 250 of the transmission case.
Pressure oil is supplied to the hydraulic servo 530 through the protrusion 201 of the lid 260 from an oil passage 514 formed in the transmission case 200 and whose entire space communicates with the hydraulic control device. It acts as an oil passage for the water. The output gear 590 is formed integrally with a hollow support shaft 591, and the support shaft 591 is supported by the side wall of the torque converter case via a roller bearing 592 with an engine side end 591Δ forming one support point, and the other end 591Δ is supported by the center case 300 via a roller bearing 593, and is further supported by the engine side surface 59 of the output gear 590.
0A is in contact with the side wall of the torque converter case via a covering needle bearing 594 forming an intermediate fulcrum;
The opposite side surface 590B of the output knocker abuts against the side surface of the center case 300 via a needle bearing 595, and an inner spline 59G is formed on the support shaft 591 on the side of the transmission. ■The output shaft 550 of the belt-type continuously variable transmission has an outer spline 550A formed at the end near the engine that fits into the inner spline 596 formed on the support shaft 591 of the output gear, and the output gear supporting shaft 591
The other end 550 is supported on the center case 300 via the
B connects to the side wall 25 of the transmission case opposite the engine via a ball bearing 920 forming the other fulcrum.
It is supported by 0. A zensing valve body 552 is fitted in the middle part of the oil passage 551 formed at the axis of the output shaft 550 of this V-bell 1 continuously variable transmission, and the engine side part 552A of the valve body 552 is connected to the transmission case. The oil pressure supplied from the oil passage 140 formed in the oil passage 140 and communicating with the hydraulic control device is an oil passage that leads to the hydraulic servo 570. 152B has a distal end fitted with a pipe-shaped protrusion 554 of a lid 553 which is designed to close a hole 250[3 formed in a portion corresponding to the output shaft 550 of the side wall 250 of the transmission case (-transmission). The hydraulic pressure is adjusted by the reduction ratio detection valve 50 shown in FIG. 2 for detecting the displacement position of the movable 7-lunge 560B from the hydraulic control device formed on the case and the lid 553 fastened to the L-transmission case. The reduction ratio detection valve 50 is attached to the right end of the detection rod 51 in the drawing, and the engagement pin 51A is engaged with a step 561 formed on the inner circumference of the movable 7 flange 560B. The oil pressure in the oil passage 3 is adjusted by the displacement of the spool in accordance with the displacement of the movable 7-lunge 560B.FIG. 2 shows a hydraulic control device for controlling the continuously variable automatic transmission for a vehicle shown in FIG. 21 is an oil reservoir; 20 is an oil pump that is driven by the engine and outputs the hydraulic oil sucked from the oil reservoir 21 to oil passage 1; 30 is an oil pump that adjusts the oil pressure of oil passage 1 according to the input oil pressure, and adjusts the line pressure. pressure regulating valve, 40
regulates the line pressure supplied from the oil passage 1 according to the throttle laminate L1, outputs it as the first throttle pressure from the oil passage 2, and is supplied from the oil passage 3 via the orifice 22. 1 = the reduction ratio detection valve 50 is output from the oil passage 3a to the second slot 1 when the throttle opening is equal to or greater than the set value 01.
- Throttle valve 50 outputs oil pressure as oil LL in oil passage 3 which communicates with oil passage 1 via orifice 23 as shown in FIG. The reduction ratio detection valve 00 regulates the pressure in accordance with the amount of displacement of the movable flange 560B, which is connected to the oil passage 1 via the orifice 24 and regulates the oil pressure of the oil passage 4 through which excess oil from the pressure regulation valve 30 is discharged. At the same time, the surplus oil passage is supplied as lubricating oil from the oil passage 5 to the parts of the continuously variable automatic transmission that require lubrication.
A pressure regulating valve 65 is a manu-no-full valve that is operated by a lever set at the operating level and distributes the line pressure of the oil passage 1 according to the operator's operation, and 70 is a manu-no-full valve that adjusts the oil pressure of the oil passage 4 according to human power. a lock-up control mechanism that supplies fluid to the fluid coupling 400 and controls engagement and release of the lock-up clutch 430;
80 outputs the hydraulic pressure of the oil path 1a, which communicates with the oil path 1 via the large diameter orifice 25, from the oil path 1b to the input pulley's hydraulic lever 530 according to the input. ■Deceleration of belt type continuously variable transmission JM500 The ratio (1 to luke ratio) control Ia structure, 10, is arranged in the oil passage 1C that communicates with the oil passage 1 when the manu-no-norm valve 65 is shifted to the L range and the IC is set, and the line pressure is adjusted and lowered. 12 is a relief valve provided in the oil cooler oil path 11, 25A is a relief valve provided in the oil path 1, and 26 is a planetary gear transmission mechanism 3 (multiple of 10). Installed in the line pressure supply oil line 6 to the hydraulic lever 680 of the plate brake [)
27 is a check valve 1 flow control valve installed in the line pressure supply oil line 7 to the oil pressure I nervo 690 of the multi-disc clutch in the planetary gear transmission mechanism 300. . The hydraulic pressure regulating device includes the pressure regulating valve 30 and the throat valve 40.
, and a reduction ratio detection valve 50. The reduction ratio detection valve 50 has an engagement pin 51A fixed to one end that engages with a movable flange 560B of the output horn pulley of the belt-type continuously variable transmission, and a spring F) 2 installed in front of the other end. Bar 5
1. A spool 54 that is arranged in series with the detection rod 51 and a spring 53 and extends over lands 54A and 54B.
, boat 1-55 connecting to oil route 3, drain boat 56
, and an oil passage 57 installed in the boat 55 to communicate the oil chamber 54a between the boat 55 and the lands 54A and 54B, and the oil passage 57 is installed in the boat 55 to connect the boat 55 and the oil chamber 54a between the lands 54A and 54B. A hydraulic pressure P1 is generated in the oil passage 3. The throttle plunger r42 is displaced in contact with the thrower 1 to cam 41 linked to the accelerator pedal of the driver's seat, and the throttle plunge IF
42 and a spool 44 connected in series via a spring 43.
and plunge 1 according to the increase in degree θ between 1 liter and
/42,'' and the spool 44 is displaced to the left in the drawing. The plunge ν42 is the rotation angle J3 of the thrower cam 41.
When the hydraulic throttle opening degree θ of the oil passage 2 fed back to the land 42a is greater than or equal to the set value 01 (θ) 01), the oil passage 3 and the oil passage 3a are connected. A second throttle pressure equal to θ is generated, and θ
1, the hydraulic pressure in the oil passage 3a is discharged from the drain boat 40a through the oil passage 42a provided in the plunger 42, and the oil pressure in the oil passage 3a is increased to the second slot 1 health pressure [) as shown in FIG.
generate j. The movement of the throttle cam is transmitted to the spool 44 via the spring 43, and the spool 44 is displaced by the throttle opening and the oil pressure of the oil passage 2 which is packed 7-1 into the land 44a via the orifice 45. The gap generated in the oil passage 2 by changing the communication area of
, ptl+ are adjusted as shown in FIGS. 5 and 6. The pressure regulating valve 30 has a spring 31 installed in front on one side (left side in the figure), a spool 32 having lands 32Δ, 32B, and 32G, and a spool 32 installed in front in series with the spool 32, and a small diameter land 33A and a large diameter land 33A. a regulator plunge 1133 of WSL equipped with a land 33B, and a second regulator plunge t arranged in series in contact with the blank 33;
Boat 34b to which line pressure is fed back via 3481 orifice 35 to bow 1 which communicates with oil passage 1. Drain boat 34C1 bow which discharges excess oil to oil passage 4. +-346, land and valve wall. Drain port 34e drains leaked oil from between
Throttle 1 - Input boat 34g1 where the oil pressure is input 1 Oil line 3
Input port 34 into which the second slot from a to the second slot is input.
It consists of 11. The low modulator valve 10 outputs the low modulator pressure 1'low shown in FIG. 7, which is independent of the throttle opening when the manual valve 10 is set to the I-range. Here, neither the low modulator valve nor the thrower 1 hell valve has the exhaust I-E oil name for pressure regulation, and the throttle pressure pu
t) is always discharged from the reduction ratio controller @80, and the valves are arranged in parallel. Therefore, in the L range, the Plow
The larger hydraulic pressure is generated behind Pt11 and Pt11. Therefore, as shown in FIG. <-+- Reduction ratio J± input from 34t and applied to the second plunger 34, boat t-
Input from 34g, first plunge t, land 33 of 33
The first slot pressure applied to B, the second slot pressure input from the boat 34h and applied to the land 33Δ of the first plunge + 133, the oil passage through the spring 31 and the orifice 35. The line pressure fed back to the land 32c of the spool from the boat 34b connected to the boat 1 causes the Lisbourg 42 to be displaced, and the ports 1 to 34a, which connect to the oil passage 1, the boats 1 to 34d, which connect to the oil passage 4, and the drain boat 34c. Adjust the opening surface flI of oil passage 1.
The line pressure PL shown in FIGS. 9, 10, and 11 is generated by increasing or decreasing the amount of leakage of pressure oil. In the L range, it is necessary to downshift to obtain strong engine braking. ■With a belt-type continuously variable transmission, the oil path to the hydraulic servo 530, which requires too much input when downshifting, is
By communicating with the 11 pressure oil passage, the oil in the servo oil chamber is drained and downshift is realized. However, in order to obtain strong engine braking, the primary sheave must rotate at a high rotation speed, and the hydraulic pressure generated by the centrifugal force generated by this rotation may prevent waste oil from being generated. Therefore, when a quick downshift is required, it is necessary to make the hydraulic pressure applied to the output pulley's hydraulic servo 570 higher than normal, which is especially important when the throttle opening is low. In the range, the low modulator valve is set to J: when the throttle opening θ is small.
is increased to avoid increasing line pressure PL (line pressure - hydraulic servo supply pressure with low output). The manual valve 65 is connected to a shift lever installed in the driver's seat (p (Park), R (reverse), N to go), D (drive), and L (low). It has a spool 6G whose position is shifted from shift 1 to
When set at position tc, oil passage 1 or oil passage 2 is connected to oil passage 1C1 oil passage 6 and oil passage 7 as shown in Table I. Table 1 P RN D L Oil line 7 × × × △ △ Oil line 6 × ○ ×× Communication, - (Oil passage blockage, × indicates exhaust pressure. As shown in Table 1, in the I-< range, line pressure is supplied to the brake G80 of the planetary gear transmission mechanism, and in the D range and L range The throttle pressure (or low modulator pressure) of the oil passage 2 is supplied to the clutch 690 to switch between forward and reverse travel.The second pressure regulating valve 60 has a spring 61 loaded on one side and includes lands 62Δ, 02B, and 62C. spool 62
However, the spool 62 is displaced by the spring load of the spring 61 and the hydraulic pressure applied to the land 62A via the orifice 63, and is connected to the oil passages 4, 5, and the drain boat 60Δ.
The oil pressure in the oil passage 4 is regulated, and lubricating oil is supplied from the oil passage 5 to the parts requiring lubrication, and excess hydraulic oil is drained from the drain boat 60A. The reduction ratio control mechanism 80 includes a reduction ratio control valve 81, orifices 82 and 83, an upshift electromagnetic solenoid valve 84, and a downshift electromagnetic solenoid valve 85. The reduction ratio control valve 81 has a first land 812A, a second land 812B, and a third land 812C, and one land 812C has a spool 812 loaded with a spring 811, and a spring 811 is connected to the spool 812 through orifices 82 and 83, respectively. side end oil chambers 815 and 81G, land 812 at both ends to which throttle pressure or low modulator pressure is supplied from oil passage 2;
Intermediate oil chamber 810 and oil chamber 81 between B land 812C
The oil passage 2A communicates with the oil chamber 810 and the oil passage 1, which communicates with the oil passage 1 to which line pressure is supplied. ■In response to the movement of the pressure regulating oil chamber 819 and the spool 812, the output boat 818 is connected to the hydraulic servo 530 of the manual pulley 520 of the belt-type continuously variable transmission 500 via the oil line 11). a drain 1-814 that evacuates the oil chamber 819 in accordance with the movement of the spool 812, and a drain 1-814 that evacuates the oil chamber 810 and the oil chamber 815 in accordance with the movement of the spool 812
813. Upshift electromagnetic solenoid valve 84
and downshift electromagnetic solenoid valves) are respectively installed in the oil chamber 815 and oil chamber 816 of the reduction ratio control valve 81, and both are operated by the output of an electric control circuit to be described later. and oil chamber 810 and oil chamber 81G
and exhaust pressure. The lock-up control mechanism 70 includes a lock-up control valve 71
, an orifice 77, and an electromagnetic solenoid valve 76 that controls the oil pressure of the oil passage 4a that communicates with the oil passage 4 via the orifice 77. The lock-up control valve 71 has a spring 72 installed on one side (right side in the figure), a spool 73 equipped with lands 73A and 733.73C of the same diameter, and a spool 73 provided in series with the spool 73 and the other side (left side in the figure). A spring 74 is installed in the sleeve 15 having a diameter larger than that of the land of the spool 73, and a spring 74 is applied to the land 73G of the oil passage 4 via 71A to the input capo 1 connected to the oil passage 4 from one side. The solenoid pressure ps of the oil passage 4a which receives the oil pressure P4 and the spring load Fs1 of the spring 72 and is controlled by the solenoid valve 76 is applied to the sleeve 75 from the other side.
Alternatively, the spool 73 is displaced in response to the hydraulic pressure P8 in the oil passage 8 applied to the land 73A via the bows 1 to 71 [) and the spring load Fs2 by the spring t4, and the oil passage 4 and the release side oil passage 8 and the engagement side oil passage 9 of the lock-up clutch 430 are controlled. When the solenoid valve 76 is energized and turned on, the oil pressure in the oil passage 4a is discharged and the spool 73 is fixed to the left in the figure, and the oil passage 4 and the oil passage 9 are
The hydraulic oil is connected to oil line 9 → lock up clutch 4
Flows in the order of 30 → oil path 8 → drain 1-710, L
1 pull-up clutch 430 is in an engaged state. The power is not energized to the Tsulenord valve 16 and the valve port is closed (OFF).
At this time, the oil pressure in the oil passage 4a is maintained, the spool 13 is fixed to the right in the figure, the oil passage 4 is in communication with the oil passage 8, and the hydraulic oil is transferred from the oil passage 8 to the lock-up clutch 430 to the oil passage 9. The oil flows in the order of the communication oil passage 10 to the oil cooler, and the lock-up clutch 430 is released. FIG. 12 shows the electromagnetic solenoid valve 7G of the pull-up clutch control mechanism 10 in the hydraulic control device shown in FIG.
, reduction ratio control 1m1M80 upshift electromagnetic solenoid valve 84J3 and downshift electromagnetic solenoid valve 8
9 shows the configuration of an electronic control device 90 that controls 5. 91 is a shift lever switch that detects to which position of PlR, N, 't the shift lever is shifted;
2 is a rotation speed sensor that detects the rotation speed trace of the input pulley △, 93 is a vehicle speed sensor, 94 is a throttle sensor that detects the opening of the engine, and 95 is a brake 1 that turns on when the brake is activated. - switch; 96 is a speed detection processing circuit that converts the output of the rotational speed sensor 92 into electric power; 97 is a vehicle speed detection circuit that converts the output of vehicle speed 93 into voltage; 98 is the output of the throttle sensor 94; A processing circuit that converts the voltage into a voltage,
907 to 911 are human interfaces for each sensor, 9
12 is a central processing unit (CPU), and 913 is a read-on memory (RO) that stores programs for controlling the electromagnetic solenoid valves 76, 84, and 85 and data necessary for control.
M>, 914 is a random access memory (R) that temporarily stores J data J5 and parameters necessary for control.
AM), 915 is a clock, 91G is an output interface, and 917 is a solenoid output driver that downshifts the output of the output interface 91G. Convert to operating output. Input interfaces 908 to 911 and CPU
912, ROM 913, RAM 914, and output interface 916 are connected through a data bus 918 and an address bus 919. Next, the operation of the reduction ratio control mechanism 80 controlled by the electronic control device 90 is illustrated in FIGS. 13 to 23. During normal driving, the continuously variable automatic transmission for a vehicle controls the reduction ratio (torque ratio) of the V-Pel 1~ type continuously variable transmission to achieve the best fuel efficiency at each throttle interval IRe. So-called best fuel efficiency control is performed in which the input speed determines the rotational speed N. The reduction ratio controller IM80 controls the reduction ratio control mechanism 80 to increase or decrease the gear ratio between the input and output pulleys by comparing the rotational speed of the manual pulley with the best fuel efficiency and the actual input boolean rotational speed N. Two electromagnetic solenoid valves 84J3 and 8 provided
5, and the actual input pulley rotation speed N is made to match the best fuel efficiency manual pulley rotation speed. In other words, the best fuel consumption fluid coupling output line can be obtained from the equal fuel consumption rate curve (Figure 13) at the fluid coupling output shaft and the equal fuel consumption J curve (Figure 14) at the fluid coupling output shaft (Figure 14). (Fig. 15), this best fuel efficiency fluid coupling coupling output line, and the total output performance of the engine + fluid coupling (Fig. 16) for each stroke 1 to 0 The best fuel efficiency fluid coupling output rotation speed (Fig. 17) at the throttle opening θ is determined.For each throttle opening, control the gear ratio so that this best fuel efficiency Nord coupling output rotation speed is achieved. By doing so, the best fuel efficiency control can be achieved.
The operation chart of the control circuit is shown. FIG. 20 shows a block diagram of the control circuit of the reduction ratio control I mechanism 80, and 99 is an idling switch for detecting idling (thrower 1 - fully open). Input the shift position of the shift lever, the input boolean rotation speed N1, the vehicle speed, the throttle opening θ, and the idle link signal, and turn on or off the electromagnetic solenoid valve 84 for upshift and the electromagnetic solenoid valve 85 for downshift 1 to 85. ``1-2'' controls the gear ratio. After the throttle opening θ is read 021 by the 1st heel sensor 904, the input pulley is The rotational speed and vehicle speed are read 922, and then the idle link signal is read 923 from the idle link switch 99.
Furthermore, the shift lever switch is used to read the shift position 924. After reading these information, shift 1-
Determination of shift lever position 92 by lever switch 91
5, P, N processing subroutine 93(), L1D
The process advances to the processing subroutine 940 or the R processing subroutine 960. Next, proceed to Fig. 21. Based on Fig. 32, the electronic control device 90
The engine brake control of the reduction ratio control mechanism 80 will be explained below. b) When the shift 1 to levers are set to the P position or the N position, the subroutine 930 for processing the shift 1] position and the N position shown in FIG. Electromagnetic solenoid valve 85
(931) and the N state is stored in the RAM 914 (932). As a result, a neutral state of the input pulley 520 is obtained.口) When the shift lever is set to L position or D position. During normal driving (D range), the continuously variable automatic transmission for vehicles
As mentioned above, optimal fuel efficiency control is performed. In this case, the input pulley control rotation speed that uniquely provides the best fuel efficiency for a certain throttle opening degree e is determined, and the reduction ratio (speed ratio) is controlled to reach that rotation speed. Similarly, when controlling the engine brake, if you control the reduction ratio so that the input pulley rotation speed is a certain constant (but sufficiently higher than the input pulley rotation speed just before applying the engine brake), it will depend on the vehicle speed. will automatically cover the downshift. When performing engine brake control, the strength of the engine brake is, for example, when the engine speed is I+(5
If it is low, it will be weak, and if it is low, it will be strong. So, we will change it depending on the engine speed at that time. Now, the target rotation speed Na of the input pulley when applying the second engine brake is determined by the rotation speed N of the input pulley immediately before applying the engine brake. That is, Na=f(N > Determine Na. At this time, the function r is the simplest possible force J: within the range that satisfies the function of the engine brake, so Na = f (N) = C1xN, 1-C2-... Equation 1
% formula %:) By the way, in order to prevent the engine from overrunning, Na≦Rmax (Rmax: maximum allowable rotation speed of the input pulley) must be satisfied, so C1xN-+-C
When 2≦Rmax, Na=C1xN+C2',...Formula 2%Formula %Accordingly, in Figures 21 to 25, the manual valve 65 is 11
1 An example of the processing of the routine 940 for engine brake control when set to I+ and "D" ranges is shown.First, a determination 990 is made as to whether the engine is in the D range or lunge.In the case of the D range, the above-mentioned 1. In other words, the data of the control rotation speed NO of the input pulley corresponding to the throttle opening degree θ at that time is pulled from the D range table (965), and the current manual pulley rotation is obtained. The number N is detected and stored in the memory (9 (i7)), and if the input pulley rotation speed N is larger than the control rotation speed Nc, the upshift electromagnetic solenoid valve 84 is turned on (945); If it is smaller, turn on the electromagnetic solenoid valve 81 for downshift 1~ (94G). If the input pulley rotation speed Nb is equal to the target rotation speed Na, turn both solenoid valves 84 and 85 to O [: Turn 1147
). When in the L range, the throttle opening degree e indicates 0 (fully open), and the presence or absence of the rear idling signal is determined (991). When the rotation speed is set to 9 GG, the solenoid valves 84 and 85 are controlled in the same manner as when in the D range.In the range, there is an idle link signal (throttle opening is fully open).
At the time of [bell], the reduction ratio control (engine brake control) of the continuously variable transmission 500 during engine braking is performed. In this case, first, the target rotation speed Na is determined by the above equation 2, and the solenoid valves 84J3 and 85 are controlled. In order to simplify 81n, the flowchart 1-
Show. In the case of o×1 in FIG. 21, C1-1, C2=K (constant) (992). Next, the target rotation speed Na is the maximum allowable rotation speed R, which is the maximum number of target rotation speeds limited by the maximum allowable rotation speed of the engine.
It is determined whether or not it is less than or equal to maxJ (993), and when the target rotational speed Na is greater than the allowable rotational speed 1 (maxJ:
)4). That is, when N+≦[max, Na = N - L K When N + K > Rmax, a = Rmax ex2 In the case of Fig. 23, CI = O, C2 = R (993). That is,
Na = R (≦Rmax) Here, if R = Rmax, the strongest engine brake will be applied within a range that does not cause the engine to overrun. In the case of ex3 Fig. 25, 1=C (constant) and C2=C (994). That is, when CXN≦Rmax(7), Na = CXN When CXN>R111aX, Na = Rmax Increase rate of Na with respect to N of cxl~cx3: α, that is, α-(Na-N)/N = (Na/N) -1 are shown in Fig. 22, Fig. 24, and Fig. 26, respectively.
In the embodiments shown in Fig. 1, Fig. 23 J5 J: and Fig. 25, the manual valve is set to the L range and the slot 1
~ Performs engine brake control only when it is completely quiet -
At this time, if you step on the throttle a little c, it will perform an upshift, and when you return the throttle (fully open the throttle), it will use engine braking control, which will downshift. Since a shock occurs every time the pedal is depressed and depressed, it may not be good for the driving sensation. Therefore, if the engine brake control is performed in the lower range regardless of the throttle opening degree e from throttle 1 to
- No more shock when turning on/off. This no[1-
To Dito-1 is shown in Figure 27, Figure 28, and Figure 29 (respectively (corresponding to HDE X 1 to EX3). However,
In this case, it becomes impossible to perform maximum power control. Also, when Na << Rmax, depressing one wheel will result in an upshift.
For X1 to ex3>, when the manual valve is set to the L range, the maximum power rotation speed ((-control rotation speed Nc obtained from the range table) corresponding to the throttle opening θ) is Nb, the engine If the target rotation speed during brake control is Na, then the flowchart shows a case where when Na is above Nb, engine brake control is performed and maximum power control is performed when Na is below Nb.In this control, the set target rotation speed Na is the maximum When the rotational speed Rmax is small (Na < Rmax), subtract the input boolean rotational speed corresponding to the throttle opening θ from the range table and set the value as N1=Nb.9
94), Compare the size of Na and N1 (997) L
T, Na, N1 speed Na to target rotation speed 998
), when Na<Nl, N1 is set as the target rotation speed (999). In this case, Fig. 21, Fig. 23 43
and 21) Switching between engine brake control and maximum power control 1 as shown in the flowchart shown in Figure 1.
There is no shock of 1.5. In engine play 4 control, when the setting signal to the manual valve range or both the setting J3 and the idling signal (signal of throttle opening θ-〇) are input, it is considered as the engine brake activation signal. However,
For example, in the idling signal, medium speed acceleration α is α≧
0 may be used as the engine brake activation signal J: or other driving conditions such as operation by the driver may be used as the engine brake activation signal B. Next, the operation of the reduction ratio control mechanism 80 will be explained with reference to FIG. 33. When the vehicle is running at a constant speed, the electromagnetic solenoid valves 84a3 and 85, which are controlled by the output of the electric control circuit 90, are set to 0F1-, as shown in FIG. As a result, oil 1 [Pl in the oil chamber 81G becomes line pressure 1. The oil pressure P2 in the oil chamber 815 is also at line 1 when the spool 812 is on the right side in the figure. Since the spool 812 has a pressing force of 3 due to the spring load of the spring 811, the spool 8 is moved to the left in the figure.
12 is moved to the left, and the oil chamber 815 communicates with the drains 1 to 813 via the oil passages 2A and 810, P2.
Since the pressure is exhausted, the spool 812 is moved to the right in the figure by the oil pressure P1 of the oil chamber 81G. When the spool 812 is moved to the right, the drain 813 is closed to the drain 1. Therefore, in this case, by providing a flat plane (tapered surface) 812b on the edge of the drain boat 813 of the land 812B of the spool 812, the spool 812 can be moved to the intermediate position as shown in FIG. 33 in a more stable state. What happens if it is possible to hold it at an equilibrium point? In the state where the oil passage 1k) is held at the intermediate equilibrium point as shown in FIG. 33, the input pulley 52 is closed.
0 oil tank 4) - The hydraulic pressure of the cylinder 530 is the output side pulley 560.
Due to the line pressure applied to the hydraulic pressure regulator 570, V
It becomes compressed via the bell l-, 580, and as a result balances the oil pressure of the hydraulic servo 570. In fact, there is oil leakage even in the old oil channel! Then, the input horn side pulley 520 is gradually expanded and changes in the direction of increasing the [-lux ratio]. Therefore, in the position where the spool 812 is balanced as shown in FIG.
817 Flat surface (tapered surface) on edge 81
2a@ is provided to compensate for oil leakage into the oil passage 11). Furthermore, the drain 1-8 of land 812A
14 Gawa■ Azalea and Flat] ~ side (deep side) 8
By providing 12G, changes such as the rise of the oil pressure change in the oil path 1b can be made smooth. In this case, line pressure leakage occurs through the orifice 82 through the drain l-,
Only pressure oil is discharged from 813, and there is only one leakage point. UI)-8l-ITl: 1 At one point, the electromagnetic solenoid valve 84 for the upshift 1 is turned ON by the output of the electric control circuit 90 as shown in FIG. 33B. As a result, the oil chamber 815 is depressurized, so the spool 8
12 is moved to the right in the drawing, the spring 811 is compressed, and the spool 812 is set to the right end in the drawing. In this state (since the line pressure of the oil path 1a is supplied to the oil path 1b via the boat 818, the oil 'Lf-J--Bot 53
The oil pressure at 0 rises and the input pulley! 120 operates in the closing direction, and the torque ratio T decreases. Therefore, by controlling the ON time of the solenoid valve 84 according to the number of pulses, the upshift 1~ is performed by reducing the desired 1-lux ratio. During DOWN-8 to IIFT, as shown in FIG. 33C, the resolenoid valve 85 is turned on by the output of the electric control circuit 90, and the oil chamber 816 is evacuated. The spool 812 is rapidly moved to the right in the figure by the spring load of the spring 811 and the line pressure of the oil chamber 815, and the oil passage 1 () is in communication with the drain boat 813 and
I pressure is applied, and the input pulley 520 quickly operates in the widening jj direction, and the 1 Herc ratio I increases. In this manner, by controlling the ON time of the solenoid valve 85, the torque ratio is increased and a downshift is performed. In this way, the hydraulic servo 530 of the human powered (drive side) pulley 520 is supplied with the output hydraulic pressure of the reduction ratio control valve 81.
The GeL line pressure is asked of the hydraulic servo 570 of the output (driven side) pulley 560, the hydraulic servo of the manual pulley 520; Then PO, /P
i has a characteristic as shown in the graph of FIG.
p
When o/Pi is maintained as it is, 1~Luke ratio T'=
At the point in the figure of 0.87, the state shifts to the sizing operation state, and vice versa.
-When maintaining the state of torque ratio 1-=1.5, Po/P
Change the value of i to the value at point C in the growth chart. In this way, by controlling the value of PO/Pi as necessary, it is possible to set the 1-luke ratio to correspond to any load condition. As described above, the method for controlling the reduction ratio during engine braking of the continuously variable automatic transmission for vehicles according to the present invention is based on the input boolean J, which is provided on the input shaft and the output shaft, respectively, and whose effective diameter is increased or decreased by the hydraulic servo. This is a control device for a continuously variable automatic transmission for vehicles that uses a V-belt type continuously variable transmission consisting of an output pulley and a V-belt that transmits power between these human-powered pulleys and the output pulley. an electric control circuit comprising means for detecting vehicle running conditions such as speed, output shaft torque, and brake operation, and logic means for changing the output according to input from the detecting means, and controlled by the output of the electric control circuit;
A reduction ratio control mechanism that controls the supply and discharge of hydraulic oil to the hydraulic servo of the input pulley and the output pulley, and changes the reduction ratio of the continuously variable transmission according to the vehicle running conditions. In the control device for a continuously variable automatic transmission for a vehicle, which includes a hydraulic control circuit, the electric control circuit, when an engine brake activation signal is input, has a rotation speed higher than the input rotation speed immediately before the input of the engine brake signal; At the same time, the maximum allowable engine speed is set to a low control target rotation speed (I), and the control target rotation speed is set as low as possible. The C1 reduction ratio, which is controlled so that the number of revolutions reaches the target rotation speed, can be appropriately downshifted according to vehicle operating conditions 1'1 such as vehicle speed and load torque, and A-bar run can be prevented.Furthermore, reduction ratio control during normal driving can be performed. The engine brake can be controlled by an electronic control device having almost the same configuration as the electronic control device of the engine 48, and the electronic control device of the continuously variable automatic transmission for vehicles can be simplified.

[Brief explanation of the drawing]

Fig. 1 is a sectional view of a continuously variable automatic transmission for vehicles, Fig. 2 is a circuit diagram of its hydraulic control circuit, Fig. 3 is a graph showing the output hydraulic characteristics of the reduction ratio control valve, and Fig. 4 is a graph showing the output hydraulic characteristics of the reduction ratio control valve. Figures 5 and 6 are graphs showing the characteristics of the first throttle pressure output by the thrower 1 hell valve, Figure 7 is the graph showing the characteristics of the first throttle pressure output from the throttle valve. Graph showing the low dicator pressure characteristics output by the valve, No. 8
The figure is a graph showing the hydraulic characteristics occurring in the oil passage 2, Figures 9, 10, and 11 are graphs showing the line pressure characteristics output by the pressure regulating valve, and Figures 12 and 20 are graphs showing the characteristics of the line pressure output by the pressure regulating valve. 7
1 cock diagram, FIG. 13 is a graph showing the equal fuel efficiency curve of the fluid coupling, FIG. 14 is a graph showing the output equal horsepower curve of the fluid coupling, FIG. 15 is a graph showing the best fuel efficiency fluid coupling output line, Figure 16 is a graph showing the combined output performance characteristics of the engine and fluid coupling for each sloramil opening, Figure 17 is a graph showing the best fuel efficiency manual rotation speed control line, Figure 18 is
Figure 19 is a flowchart showing the control method of the reduction ratio control mechanism.
FIG. 21 is a flowchart showing an example of engine brake control, FIG. 22 is a graph showing changes in input pulley rotation speed when the engine brake is activated, and FIG.
Figure 24 is a flowchart showing another embodiment of engine brake control, Figure 24 is a graph showing changes in the pano pulley rotation speed when the resin brake is activated, and Figure 25 is a flowchart showing another embodiment of engine brake control. Fig. 26 is a graph showing changes in the input pulley rotation speed when the engine brake is activated, and Fig. 27 is a graph showing a further embodiment of engine brake control.
1., FIG. 28 is a flowchart showing still another embodiment of engine brake control, and FIG. 29 is a flowchart showing still another embodiment of engine brake control.
, FIG. 30 shows still another embodiment of engine brake control), FIG. 31 shows a flow chart showing still another embodiment of engine brake control, and FIG.
Figure 2 shows still another embodiment of engine brake control; Figures 33, Δ, B, and C are diagrams for explaining the operation of the reduction ratio control valve mechanism; Figure 34 is for explaining the operation. This is a graph of In the diagram 21... Oil pump 30... Pressure regulating valve 4
0... Throttle valve 50... Reduction ratio detection valve 60
...Manicoal valve 70...Lockup control machine #
I80... Reduction ratio control mechanism 81... Reduction ratio control valve 84... Upshift electromagnetic solenoid valve 85.
...Solenoid solenoid valve for downshift 1~400...
Fluid coupling 500... V-belt type continuously variable transmission 600... Planetary gear transmission mechanism 90... Electronic control circuit 91... Shift lever switch 92... Input pulley rotation speed hinge 94... Throttle sensor
99...Idling switch Figure 3
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Claims (1)

[Scope of Claims] 1) An input pulley and an output pulley that are provided on the input shaft and output shaft, respectively, and whose effective diameters are increased or decreased by a hydraulic servo, and a V-belt that transmits power between these manual pulleys and the output pulley. This is a control device for a continuously variable automatic transmission for vehicles that uses a V-belt type continuously variable transmission. an electronic control circuit comprising a condition detection means and a logic means for outputting according to the input from the detection means; and an electronic control circuit that is controlled by the output of the electronic control circuit and supplies hydraulic oil to the hydraulic servos of the input and output pulleys. and a hydraulic control circuit including a reduction ratio control mechanism that controls the supply and discharge of V-belt type continuously variable transmission and changes the reduction ratio of the V-belt continuously variable transmission according to the vehicle running conditions. In the apparatus, when the engine brake activation signal is input, the electric control circuit is configured such that when the engine brake activation signal is input, the input pulley rotation speed is higher than the input pulley rotation speed immediately before the engine brake signal is input, and the engine rotation speed is lower than the maximum allowable rotation speed at which the engine rotation speed is the maximum allowable rotation speed. The control target rotation speed is set, and the reduction ratio control mechanism operates the V-belt continuously variable transmission.
A method for controlling a reduction ratio during engine braking of a continuously variable automatic transmission for a vehicle, characterized in that the boolean rotation speed is controlled to be the target rotation speed. 2) The engine brake activation signal is the manual valve L.
(Low) position setting signal and an idling signal indicating that the throttle opening is fully open during engine braking of the continuously variable automatic transmission for a vehicle according to claim 1. reduction ratio control method. 3) The reduction ratio control method during engine braking of a continuously variable automatic transmission for a vehicle as set forth in claim 1, wherein the engine brake activation signal is a signal for setting the manual valve to the L position. . 4) The engine brake activation signal is set to the manual valve release position, and the target rotation speed is 1 between the throttle
2. The method for controlling the reduction ratio of an engine brake lli of a continuously variable automatic transmission for a vehicle according to claim 1, wherein the reduction ratio is output when the engine brake is larger than the maximum power rotation speed corresponding to the engine speed.