JPS6319458A - Controller for speed change gear - Google Patents

Abstract

PURPOSE:To obtain the speed change pattern conforming to the driver's intention by varying the speed change pattern to the speed change ratio increasing side when the car traveling load becomes over a prescribed value and a driver performs the driving operation for increasing the driving power. CONSTITUTION:A speed change controller 300 is equipped with an input interface 311, standard pulse generator 312, CPU, output interface 316, etc., and allowed to communicate through an address bus 319 and a data bus 320. Into the speed change controller 300, a signal is supplied from a sensor, and a signal is outputted into a step motor 110 through an amplifier 317 and wires 317a-d. When the value which shows the variation state of the engine load such as the variation quantity, variation speed, etc. of the engine load becomes over each prescribed value after the car traveling load becomes over a prescribed value, the speed change pattern is changed. Therefore, only the time when a driver demands the increase of the driving power, the speed change pattern corresponding to the demand is carried out.

Description

[Detailed description of the invention] (b) Industrial application field The present invention relates to a control device for a transmission.

(b) Prior art As a conventional transmission control device, for example,
There is one shown in Japanese Patent No. 180864. The control device for the continuously variable transmission shown in this figure calculates the actual acceleration from the change in vehicle speed, and if this actual acceleration is smaller than the comparison reference acceleration, the corrected gear ratio is larger than the reference gear ratio otherwise. The gear ratio command signal is configured to be modified to command the speed ratio command signal. That is, if insufficient acceleration is detected, the gear change pattern is immediately changed and the gear ratio is changed to the larger side.

(C) Problems to be Solved by the Invention However, in the jli (J control device) of the conventional transmission as described above, the shift pattern is immediately changed when the operating conditions become insufficient in acceleration, so it is difficult for the driver to There is a problem in that an unintended gear shift is performed and the driver feels something strange.In other words, when the driver is driving with a constant throttle opening, the slope of the road surface changes, causing a slight increase in the running load and a decrease in acceleration. When a shortage is detected, the gear shift is performed regardless of the driver's intention, resulting in a feeling of acceleration.If the gear shift is performed in this way, regardless of the driver's intention, it is not good for the driving feeling. The invention aims to solve these problems.

(d) Means for Solving the Problems The present invention does not immediately change the shift pattern even when the vehicle running load increases beyond a predetermined value, but increases the driving force from subsequent driving operations by the driver. The above-mentioned problem is solved by changing the shift pattern when the intention is detected. That is, the transmission balancing device according to the present invention includes a vehicle running load detecting means for detecting the running load of the vehicle, and a vehicle running load detecting means that indicates a change state of the engine load after the vehicle running load detected thereby becomes a predetermined value or more. value(
amount of change in engine load, rate of change in engine load, etc.)
and a shift pattern changing means for changing the shift pattern so as to command a gear ratio larger than the reference shift pattern when the gear ratio exceeds a predetermined value.

(e) Effect: For example, even if the vehicle approaches an intervention road and the vehicle running load exceeds a predetermined value, the shift pattern will not be changed by this alone. If after the vehicle running load exceeds a predetermined value, the value indicating the state of change in engine load, such as the amount of change in engine load or the speed of change in carrot load, exceeds a predetermined value (in other words, when the driver (if a driving operation is performed with the intention of increasing the speed), the shift pattern is changed.

As a result, the shift pattern is changed only when the driver requests an increase in the driving force, creating a feeling of acceleration, thereby providing a favorable driving feeling for the driver.

(F) Embodiment FIG. 2 shows a power transmission mechanism of a continuously variable transmission. This continuously variable transmission has a fluid cup printer 12 and a forward/reverse switching mechanism 15.
, (2) a belt type continuously variable transmission mechanism 29, a differential device 56, etc., and can transmit the rotation of the output shaft 10a of the engine 10 to the output shafts 66 and 68 at a predetermined gear ratio and rotation direction. This continuously variable transmission has flute cup link 1
2 (lock-up oil chamber 12a, pump impeller 12b
, turpin runner 12c, etc.), rotating shaft 13
, drive II] 1l114, forward/reverse switching mechanism 15, drive pulley 16 (fixed conical plate 18, drive pulley cylinder chamber 2
0 (chambers 20a, 120b), movable conical plate 22/, mi+
22a, etc., the planetary gear mechanism 17 (sun gear 19
, pinion gear 21, pinion gear 23, onion carrier 25, internal gear 2, etc.), ■belt 24, driven pulley 26 (consisting of fixed conical plate 30, driven pulley cylinder chamber 32, movable conical plate 34, etc.) , driven shaft 28, surface difference clutch 40, drive gear 46, idler gear 48, reverse brake 50, idler@52, pinion gear 54, final gear 44, pinion gear 5
8, pinion gear 60, side gear 62, side gear 6
4. Output IF! Ill66, output 1!1II68, etc., and detailed explanation thereof will be omitted.

The structure of the portions whose explanations are omitted are described in Japanese Patent Application No. 59-226706 filed by the present applicant.

FIG. 3 shows the hydraulic control system for the continuously variable transmission. This hydraulic control device includes an oil pump 101 and a line pressure regulating valve 102.
, manual valve 104, speed change control valve 106, adjustment pressure switching valve 108, speed change motor (step motor) 110, speed change operation mechanism 112, throttle valve 114, constant pressure pressure adjustment valve 11
6. It has a solenoid valve 118, a coupling pressure regulating valve 120, a lock-up control valve 122, etc., and the stiffeners are connected to each other as shown in the figure.
, a reverse brake 50, a fluid coupling 12, a lock-up oil chamber 12a, a driving pulley cylinder chamber 20, and a driven pulley cylinder chamber 32, as shown. A detailed explanation of these valves and the like will be omitted.

For the parts omitted from explanation, please refer to the above-mentioned patent application 1986-22.
No. 6706. In addition, each reference numeral in FIG. 3 indicates the following members. Binion gear 110a, tank 130, strainer 131, oil passage 132, relief valve 1
33, valve hole 134, port 134a-e, spool 13
6, lands 136a-b, oil passage 138, one-way orifice 139, oil passage 140, oil passage 142, one-way orifice 143, valve hole 146, port 146a-g1 spool 1
48, lands 148a to e1 sleeve 150, spring 152, spring 154, pressing member 158, oil passage 1
64, oil passage 165, orifice 166, orifice 17
0, valve hole 172, boat 172a to e1 spool 174
, land 174a-c1 spring 175, oil passage 176
, orifice 177, lever 178, oil passage 179, bottle 181, rod 182, lands 182a-b, rack 182c.

Bin 183, Bin 185, Valve hole 186, Port 186a
~d, oil passage 188, oil passage 189, oil passage 190, valve hole 19
2, ports 192a-g, spool 194, land 19
4axe, negative pressure diaphragm 198, orifice 199
, orifice 202, orifice 203, valve hole 204,
Port 204 a Ne, spool 206, land 20
6a-b, spring 208, oil passage 209, filter 211, orifice 216, port 222, solenoid 224, plunger 224a, spring 225, valve hole 230, port 230a-e1 spool 232, lands 232a-b, spring 234, oil passage 235, orifice 236, valve hole 240, ports 240a-h, spool 242, lands 242a-e1 oil passage 243, oil passage 24
5. Orifice 246, Orifice 247, Orifice 248, Orifice 249, Choke type throttle valve 2501
Relief valve 251, choke type throttle valve 252, pressure holding valve 253, oil passage 254, cooler 256, turbo pressure holding valve 258, orifice 259, switching detection switch=! Chi27
8. FIG. 4 shows a speed change control device 300 that controls the operation of the step motor 110 and the solenoid 224. The speed change control device 300 includes a human power interface 311, a reference pulse generator 312, a CPU (central processing unit) 313, and a ROM.
(read only memory) 314, RAM (random access memory) 315 and output interface 31
6, which are connected by an address bus 319 and a data bus 320. This shift control device 300 includes an engine speed sensor 301, a vehicle speed sensor 3020, a throttle opening sensor 303, a shift position switch 304, a turbine speed sensor 305, an engine coolant temperature sensor 306, a brake sensor 307, and a changeover detection switch 298. are input directly or through waveform shapers 308, 309 and 322, and AD converter 310, while amplifier 31
A signal is output to the step motor 110 through 7 and lines 317a to 317d, and a signal is also output to the solenoid 224, but a detailed explanation of these will be omitted. The structure of the parts whose explanation is omitted is described in the above-mentioned Japanese Patent Application No. 59-226706.

5 to 11 show details of control performed by the speed change control device 300. Of these, the solenoid 224 shown in FIG.
Complete engagement control of the clutch and lock-up of the fluid coupling 12 by IJv4! Since the l control is the same as that described in the above-mentioned Japanese Patent Application No. 59-226706, a description thereof will be omitted. However, the only difference is that in step 503, the throttle opening TH read in the previous routine is set as THa.

In step 602 shown in FIG. 6, the actual vehicle speed Vs is set to a predetermined small value ■. If the shift position is greater than , the process proceeds to step 624 to determine whether the shift position is in the D range, and if the shift position is in the D range, the process proceeds to step 802. In step 802, the value of Vso in the routine immediately before the current routine is set as the value of Vsl, and then in step 804, the vehicle speed VS read in the current routine is set as Vso. Then, similarly step 80
In step 6, the value TH0 in the routine immediately before the current routine is set as TH, and then in step 808, TH in the current routine is set as THo.

Next, it is determined whether Vso or Vs is greater than (810), and when Vs0≦Vs, the value of △■ is set to 0.
812), the process proceeds to step 816, and V
s(,>Vs, the value of △■ is Vs□−Vs
, 814), and the process proceeds to step 816.

Δ~' is a value indicating a change in speed, that is, acceleration.

In step 816, the engine rotational speed N and the throttle opening T H are determined.

Based on the value of , the torque value Tr is determined by interpolation from preliminarily stored engine performance data. Next, the loss torque Tro is calculated (840), and this Tr
o is subtracted from Tr, and the result is newly set as Tr (842). Next, in step 818, the vehicle speed Vs
The driving torque Tf is determined based on the following. The drive torque Tf is set to be the flat ground drive torque when the vehicle travels on a flat ground at the vehicle speed VS, but this is also determined by interpolation from data on running performance. Then step 8
20 as the value of the inclination angle S, C.

The value of (C2xixTr-ΔVxC3-Tf) is calculated. Next, it is determined whether the pitching flag is set (849), and if it is not set, it is determined whether the power flag is set (71+).
0), if it is not set, it is determined whether it is in the economy pattern or not (852), and if it is not in the economy pattern, the throttle opening TH is set to a predetermined value T.
It is determined whether it is smaller than H2 (854).

If T H < T H2, it is determined whether the vehicle speed Vs is smaller than a predetermined value V (856),
In the case of V s < V r, the reference inclination angle S0 is searched based on the vehicle speed Vs and the throttle opening TH (
858). Next, it is determined whether the inclination angle sb)s0 calculated in step 820 is greater than the inclination angle sb)s0 (step 860). If S > So, proceed to steps 862 and 864.

Steps 862 and 864 function as a timer together with step 866, and after a predetermined period of time, the process proceeds to step 868.

This timer is used to set a pitching flag in the next step 868 if the condition of S>So continues for a predetermined period of time to prevent misjudgment. In step 868, a pitching flag is set, and then the throttle opening degree TH is set as THx (step 869). From step 869, the process proceeds to step 950 shown in FIG. Also, step 849.
If the process does not proceed as described above at steps 850, 852, 854, 856, and 860, the process passes through step 866 and proceeds to step 950, and in step 864, C0UNT≦
In the case of C0, the process also proceeds to step 950.

In step 950, it is determined whether the pitching flag is set, and if it is set, the judgment value J,, J
2 and J3 values, then step 954.
956 and 958 respectively j”L T H−T Ha≧
It is determined whether J, TH-THx≧J2 and TH≧J3, and if either one is true, a power flag is set in step 960. Step 95
4. If neither of the above formulas holds true in 956 and 958, proceed to step 8 without setting the power flag.
Proceed to 70. Further, after the power flag is set in step 960, and even if the pitching flag is not set in step 950, the process proceeds to step 870.

Steps 870 to 882 operate to maintain the power pattern when the accelerator pedal is released for a short time while driving in the power pattern.
TH3 and step 876 (2) are predetermined values corresponding to a small throttle opening and a low vehicle speed (TH2 and V, respectively).

Next, in step 884, it is determined whether the power flag is set, and a search for a power pattern or an economy pattern is performed depending on whether the power flag is set (steps 886 and 888). Compared to the economy pattern, the power pattern has a larger gear ratio set at the same vehicle speed and the same throttle opening.

If it is determined in step 624 (FIG. 6) that the shift pattern is not in the D range, and if it is determined in step 639 that the shift pattern is in the L range, an L range shift pattern is searched.
2B), if it is determined that the vehicle is in the R range, an R range shift pattern is searched (640). Step 5
06, step 608, step 628, step 64
0. From step 886 and step 888, the process proceeds to step 902, but the contents from step 902 onward are as follows:
No. 0-42881, and since it is not directly related to the present invention, a description thereof will be omitted. In this flowchart, TH2 in steps 604 and 906 is a predetermined value corresponding to a small throttle opening, and TH2 in steps 908 and 906 is a predetermined value corresponding to a small throttle opening.
■l is a predetermined value corresponding to low vehicle speed. Also, step 6
For the same reason, a description of the control when proceeding from step 02 to step 604 will be omitted.

In the end, the following control will be performed by the above routine. That is, S is based on the value of the inclination angle S.

If it is larger than that, the pitching flag is set (step 860 → step 868), or even if the pitching flag is set, the power pattern is not selected immediately, but the conditions in steps 954, 956, and 958 are met. When satisfied, a power pattern is selected. That is, when the rate of change of the throttle opening is greater than a predetermined value (step 954), the inclination angle S.

If the throttle opening increases by more than a specified value after exceeding (
A power pattern is selected in either step 956) or when the throttle opening is equal to or greater than a predetermined value (step 958). The above driving conditions clearly indicate that the driver intends to increase the driving force, so the shift pattern change is in line with the driver's intention and is favorable for the driving feeling. be.

Although the above embodiments apply the present invention to a continuously variable transmission, the present invention can also be applied to a stepped automatic transmission.

(g) As described in detail, according to the present invention, when the vehicle running load is detected and this value becomes a predetermined value or more, and the driver performs a driving operation with the intention of increasing the driving force. Since the shift pattern is automatically changed to the larger gear ratio side, the shift pattern is changed according to the driver's intention, improving the driving feeling.

[Brief explanation of the drawing]

Fig. 1 is a diagram showing the relationship between the constituent elements of the present invention, Fig. 2 is a diagram showing the framework of the continuously variable transmission, and Fig. 3 is a diagram showing the hydraulic control device.
Fig. 4 is a diagram showing the speed change control device, Fig. 5.6.7.8.9
．． 10 and 11 are diagrams showing control routines.

Claims (1)

[Scope of Claims] A control device for a transmission having a shift control means for commanding a shift pattern set with engine load as one variable, comprising: a vehicle running load detection means for detecting a running load of a vehicle; and a vehicle running load detection means. After the vehicle running load detected by the means exceeds a predetermined value, the shift pattern is changed so as to command a gear ratio larger than the reference shift pattern when a value indicating a state of change in engine load exceeds a predetermined value. 1. A control device for a transmission, comprising: a speed change pattern changing means.