JP3191239B2 - Transmission control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a transmission, and more particularly, to a technique for controlling a speed ratio or a shift speed in accordance with a degree of power performance required by a driver.

[0002]

2. Description of the Related Art Conventionally, as a method of controlling a transmission in accordance with a degree of power performance demanded by a driver, for example, Japanese Patent Application Laid-Open No. 64-70237 and Japanese Patent Application Laid-Open No.
Was disclosed in Japanese Unexamined Patent Publication (KOKAI). JP-A-64-
Japanese Patent Application Laid-Open No. 70237 discloses a configuration in which a shift control is performed by setting a weight between a shift pattern focusing on fuel efficiency and a shifting pattern focusing on power performance by a selection means operated by a driver such as a dial. Has become.

Further, Japanese Patent Application Laid-Open No. 1-176846 has a maximum power traveling mode and a best fuel efficiency traveling mode, and at least one of the throttle opening and the rate of change of the throttle opening exceeds a predetermined value. When it becomes
The maximum power running mode is selected.

[0004]

As disclosed in Japanese Patent Application Laid-Open No. Sho 64-70237, the driver operates a dial or the like to change the shift characteristic. However, there is a problem that the operation is complicated and the driver cannot always set the desired shift characteristic properly because the shift characteristic cannot be changed unless the user operates the shift operation.

On the other hand, as disclosed in Japanese Patent Application Laid-Open No. 1-176846, a structure in which a driver's request is estimated based on the throttle opening and the rate of change of the throttle opening and the shift characteristic is automatically switched. If this is the case, the driver's operation burden will be reduced, but since the driver's power performance request degree is determined only in two stages, only one of the two shift patterns can be selected, and With the configuration that discriminates the throttle opening and the rate of change of the opening each time, it is difficult to accurately detect the degree of power performance demanded by the driver and reflect it on the shift characteristics, and it is possible to achieve both fuel efficiency performance and power performance. There was a problem that it was difficult.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems, and enables a shift control that accurately corresponds to the degree of power performance demanded by a driver without the driver's operation.
The aim is to achieve both fuel economy and power performance.

[0007]

Therefore, the invention according to claim 1 is configured as shown in FIG. In FIG. 1, the accelerator operation speed detecting means detects a value correlated with the accelerator operation speed, and the peak hold means stores the maximum value of the accelerator operation speed detected by the accelerator operation speed detecting means.

On the other hand, the maximum value attenuating means attenuates the maximum value based on a predetermined amount of attenuation, and the power performance required degree setting means a power performance required based on the maximum value attenuated by the maximum value attenuating means. Set a parameter indicating the degree of request. The shift control means controls the speed ratio or the speed of the transmission based on the parameter indicating the required degree of the power performance set by the required power performance setting means.

With this configuration, by storing the maximum value of the accelerator operation speed, it is possible to determine that the higher the maximum value is, the higher the required degree of power performance is, and to change the shift control. Furthermore, even if the accelerator operation speed increases instantaneously, if the accelerator operation speed continues to be low thereafter, the maximum value is attenuated, whereby a shift to a fuel-efficient shift can be smoothly performed. On the contrary, if the state where the accelerator operation speed is high continues, the maximum value is maintained at a high state, so that the gear shift focusing on the power performance can be continued as it is according to the driver's request.

According to the second aspect of the present invention, the accelerator operation amount detecting means for detecting a value correlated with the accelerator operation amount, and the maximum value attenuation means based on the accelerator operation amount detected by the accelerator operation amount detecting means. And an attenuation setting means for setting the attenuation. According to this configuration, even if the accelerator operation speed is the same level,
The amount of damping changes according to the accelerator operation amount at that time, and the case where the accelerator operation is performed on the high opening side and the case where the accelerator operation is performed on the low opening side are distinguished by shifting. Control can be performed.

According to the third aspect of the present invention, the damping amount setting means sets the damping amount to be smaller as the accelerator operation amount increases. According to this configuration, when the accelerator operation is performed on the high opening side, the maximum value is held higher than when the accelerator operation is performed on the low opening side at the same speed. The shift control can be performed by regarding the accelerator operation on the high opening side as a request for high power performance.

[0012] In the invention according to claim 4, the peak hold means is configured to store the maximum value of the absolute value of the accelerator operation speed. According to this configuration, the degree of power performance required by the driver can be detected based on both the operation speed on the accelerator pedal depression side (throttle opening operation side) and the operation side on the return side (throttle closing operation side). The shift characteristic can be changed in consideration of the accelerator return speed on the road.

According to a fifth aspect of the present invention, the peak hold means obtains the maximum value by reducing and correcting the absolute value of the accelerator operation speed on the accelerator return side.
According to such a configuration, when the accelerator return operation is performed, the maximum value of the accelerator operation speed is determined as being smaller than the actual return speed. Generally, the return side of the accelerator is assisted by a spring, and the stepping side depresses the accelerator against the urging force of the spring, so the stepping speed indicates the driver's will as it is, but the returning speed is The driver's will can be correctly detected by making a determination by discounting the accelerator operation speed by the amount of the assisting force of the spring.

According to the present invention, the power performance request degree setting means reads the maximum value attenuated by the maximum value attenuation means via a low-pass filter and sets a parameter indicating the power performance request degree. The configuration was adopted. According to such a configuration, it is possible to smoothly change the required degree of power performance in response to a rapid rise of the accelerator operation speed, and to perform stable shift control.

[0015]

Embodiments of the present invention will be described below. FIG. 2 shows a continuously variable transmission (CV) as a vehicle transmission.
It is a system diagram of T) 1. In FIG. 2, a continuously variable transmission 1 includes a primary pulley 2 on an engine side, a secondary pulley 3 on a drive shaft (diff) side, and a belt made of rubber or metal wound around them, or a combination thereof. The pulley ratio (secondary pulley side belt) is adjusted by adjusting the shift pressure to the primary pulley-side actuator (shift control oil chamber) 2a and the line pressure to the secondary pulley-side actuator (tension control oil chamber) 3a. The gear ratio can be changed steplessly by changing the effective winding diameter / effective belt winding effective diameter on the primary pulley side. Note that other CVTs such as a known toroidal type can also be used.

The shift pressure and the line pressure are used to control the hydraulic pressure in each hydraulic path (for example, a broken line) provided in the hydraulic circuit 6 connected to the oil pump 5 by opening and closing the solenoid valves 7 and 8 having a relief function. The driving of the solenoid valves 7 and 8 is controlled by the controller 50.
That is, the controller 50 controls the transmission pressure and the line pressure via the solenoid valves 7 and 8 to control the transmission ratio to the target value so that the required transmission ratio can be achieved according to the running conditions and the like. It has become. The solenoid valves 7 and 8 are
Each is constituted by a plurality of solenoid valves, and the target shift pressure and line pressure can be achieved by opening and closing combinations of the plurality of solenoid valves.

The lock-up pressure for directly driving the torque converter 10 interposed between the continuously variable transmission (CVT) 1 and the engine under predetermined conditions from the viewpoint of reducing fuel consumption and the like is also controlled by the controller. The control is performed by opening and closing drive of the solenoid valve 9 based on a signal from 50.
In order to control the gear ratio and the like, the controller 50 includes:
Accelerator opening sensor 5 as accelerator operation amount detecting means
An accelerator opening (hereinafter, also referred to as an accelerator operation amount) signal from 1, a primary pulley rotation speed signal, a secondary pulley rotation speed signal, a vehicle speed signal, an engine rotation speed signal, and the like are input.

Here, instead of the accelerator opening sensor 51, a throttle sensor for detecting the throttle valve opening TVO of the engine that opens and closes in conjunction with the accelerator may be provided. In this case, the throttle valve opening is a value correlated with the accelerator operation amount, and the throttle valve opening change rate is a value correlated with the accelerator operation speed. Incidentally, a shift hydraulic pressure sensor 11 for detecting a shift pressure and a line pressure sensor 12 for detecting a line pressure are provided in each hydraulic passage. Note that feedback control of each oil pressure may be performed using the detection values of these oil pressure sensors 11 and 12.

Next, the state of gear ratio control by the controller 50 will be described with reference to the control block diagram of FIG. An accelerator opening (accelerator operation amount) signal from the accelerator opening sensor 51 is differentiated in a differentiation operation section 81 to obtain an accelerator operation speed (accelerator operation speed detecting means).

The accelerator operation speed is determined as a positive value on the accelerator pedal depression side and a negative value on the accelerator return side. Accordingly, the speed of returning the accelerator is also detected as a parameter indicating the degree of demand for the power performance of the driver. The accelerator operation speed, which can take positive and negative values,
2, the conversion characteristic of the operation speed on the plus side is different from the conversion characteristic of the operation speed on the minus side. Even if the absolute value before conversion is the same, the operation on the minus side is performed. The speed is converted to a value smaller than the positive operation speed. This is because the assisting force of the spring acts on the return side, and it is possible to correctly determine the driver's power performance requirement by making a determination with a discount compared to the step-in side.

The maximum value of the accelerator operation speed determined as an absolute value is stored in a peak hold section (peak hold means) 83. The peak hold unit 83 compares the stored maximum value up to the previous time with the latest detected accelerator operation speed, and when the latest operation speed exceeds the stored value, the latest operation speed Is updated and stored as the maximum value. On the other hand, if the stored maximum value is larger than the latest value, the stored value is held as it is.

Here, the attenuation processing section 84 as the maximum value attenuation means reads the maximum value stored in the peak hold section 83 and gradually reduces the maximum value every unit time based on a predetermined attenuation amount. Decay. The maximum value after the attenuation processing is output to the power performance requirement degree setting unit 86, and the storage data of the maximum value in the peak hold unit 83 is updated and set based on the maximum value after the attenuation processing. For this reason, the peak hold unit 83 updates the storage data of the maximum value by comparing the storage data of the maximum value that is gradually attenuated with the latest operation speed.

Therefore, even if the accelerator operation speed increases instantaneously, if the accelerator operation speed continues to be low thereafter, the maximum value gradually decreases,
Conversely, if a large operation speed is frequently detected, the maximum value is maintained at a large value. If an accelerator operation speed exceeding the maximum value is detected during the damping, the maximum value is updated to the latest operation speed.

The amount of attenuation in the attenuation processing unit 84 is set based on the accelerator opening (accelerator operation amount) in an attenuation amount setting unit 85 as attenuation amount setting means. An accelerator opening signal from the accelerator opening sensor 51 is input to the attenuation amount setting unit 85, and the accelerator opening (accelerator operation amount) is set in advance.
Is referred to a table that stores the amount of attenuation corresponding to, and the amount of attenuation corresponding to the accelerator opening at that time is set.

The amount of attenuation in the table is such that the amount of attenuation decreases as the accelerator opening increases, and the amount of attenuation is set to 0 above a predetermined accelerator opening. Therefore, when the accelerator operation is performed in the region where the accelerator opening is small, the maximum value is attenuated relatively quickly, but the decay speed decreases as the accelerator opening increases, and the accelerator opening becomes greater than or equal to a predetermined value. When the accelerator operation is performed in the region, the maximum value of the accelerator operation speed is maintained without being subjected to the attenuation processing.

The maximum value of the accelerator operation speed subjected to the damping process as described above is output to a power performance required degree setting unit 86 as power performance required degree setting means, where the required power performance required by the driver is calculated. Parameter D indicating
Converted to RL. Here, when the maximum value of the accelerator operation speed is large, the degree to which the driver demands the power performance is high, and a shift control emphasizing the power performance is required,
Conversely, when the maximum value of the accelerator operation speed is small, the driver is more likely to attach importance to fuel efficiency than to the power performance, and it is assumed that shift control focusing on fuel efficiency is required. Within the range of 1.0, the higher the required level of power performance is, the larger the value is set.

Note that the maximum value of the accelerator operation speed is passed through a low-pass filter (for example, a pass frequency band of 0.005 Hz or less) and then input to the power performance required degree setting unit 86, so that the power performance required degree fluctuates at a high frequency. It is better to avoid it. FIG. 5 shows a change in the parameter DRL set based on the maximum value read via the low-pass filter, and FIGS. 6 (a), (b), and (c).
Are changes in the vehicle speed VSP when the parameter DRL is obtained, changes in the throttle opening TVO (accelerator operation amount),
7 shows a change in a throttle opening change rate ΔTVO (accelerator operation speed).

A parameter DRL indicating the required level of power performance output from the power performance required level setting section 86
Is output to a shift control unit 87 as a shift control unit. The transmission control unit 87 determines the transmission characteristics based on the parameter DRL and controls the transmission ratio of the continuously variable transmission 1. Specifically, a plurality of shift patterns in which the degree of emphasis on power performance, in other words, the degree of emphasis on fuel economy is different from each other are provided in advance, and one of the plurality of shift patterns is selected from the plurality of types of shift patterns based on the parameter DRL. Or select
It is provided with at least two of a shift pattern emphasizing power performance and a shift pattern emphasizing fuel efficiency. The shift ratio is determined by performing weighting between the shift patterns based on the parameter DRL. The target speed ratio set on the basis of
Or make correction settings based on the

Further, the gear ratio may be directly set by calculation based on the parameter DRL.
For example, the target horsepower is set based on the maximum horsepower obtained at the accelerator opening (throttle opening) at that time and the parameter DRL, and further, the target engine speed at which the target horsepower is obtained and the fuel efficiency is the best. The configuration may be such that the speed is set and the target gear ratio is set based on the target engine speed and the vehicle speed.

Note that the speed change control based on the parameter DRL is not limited to the above,
What is necessary is just to change the gear ratio in response to the driver's power performance requirement represented by RL. The flow chart of FIG. 4 schematically shows the state of control shown in the control block diagram of FIG. 3. When the maximum value of the accelerator operation speed (throttle opening degree change rate) is stored in S1, the accelerator operation is performed in S2. It is determined whether or not the operation amount (throttle opening) is equal to or greater than a predetermined value.

If the accelerator operation amount (throttle opening) exceeds a predetermined value, the process proceeds to S4 without attenuating the maximum value. On the other hand, if the accelerator operation amount (throttle opening) is equal to or less than the predetermined value, the process proceeds to S3, where the maximum value is attenuated by an attenuation amount corresponding to the accelerator operation amount (throttle opening).

In step S4, the maximum value of the accelerator operation speed is passed through a low-pass filter. In the next step S5, the maximum value is converted into a parameter DRL indicating the required degree of power performance of the driver with reference to a table. Then, in S6, a shift control is performed based on the parameter DRL.
In the above description, the continuously variable transmission 1 is described as an example, and the speed ratio in the continuously variable transmission is controlled based on a parameter indicating the degree of power performance required by the driver. In the shift control of the stepped transmission, the shift stage may be determined based on the parameter.

[0033]

As described above, according to the first aspect of the present invention, the required degree of the power performance of the driver can be continuously detected as the maximum value of the accelerator operation speed, while the maximum value is attenuated. As a result, the degree of demand can be set with high accuracy, so that there is an effect that it is possible to execute shift control that meets the demand of the driver.

According to the second aspect of the present invention, even if the accelerator operation speed is the same level, the degree of power performance required by the driver depends on whether the accelerator operation amount is operated in a large area or a small area. However, there is an effect that the speed change control can be performed. According to the third aspect of the invention, when the accelerator operation is performed on the side where the accelerator operation amount is large, the power performance requirement is higher than when the accelerator operation is performed on the side with the same operation speed and the operation amount is small. Is high, the shift control can be performed, and there is an effect that the shift control more suitable for the driver's request can be performed.

According to the fourth aspect of the present invention, the degree of power performance required by the driver can be detected based on both the operation speed of the accelerator pedal and the operation side of the accelerator pedal, and the driving is performed in consideration of running conditions such as a curved road. There is an effect that the degree of power performance demand of the user can be appropriately set. According to the invention described in claim 5,
There is an effect that it is possible to avoid setting an unduly high required level of power performance based on the operation speed on the return side where the assisting force of the spring is provided.

According to the sixth aspect of the invention, there is an effect that the required level of power performance is smoothly changed in response to a rapid rise of the accelerator operation speed, and stable gear shifting control can be performed.

[Brief description of the drawings]

FIG. 1 is a block diagram showing the configuration of the invention according to claim 1;

FIG. 2 is a system configuration diagram of a continuously variable transmission according to the embodiment.

FIG. 3 is a control block diagram showing a state of speed change control in the embodiment.

FIG. 4 is a flowchart showing a state of a shift control in the embodiment.

FIG. 5 is a diagram illustrating a change in a parameter indicating a degree of demand for power performance of a driver.

6 is a graph showing changes in vehicle speed, throttle opening, and throttle opening change rate when the required power performance shown in FIG. 5 is obtained.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Continuously variable transmission 2 Primary pulley 2a Primary pulley side actuator 3 Secondary pulley 3a Secondary pulley side actuator 7 Solenoid valve 8 Solenoid valve 50 Controller 51 Accelerator opening sensor

──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int. Cl. ⁷ , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48

Claims (6)

(57) [Claims] 1. Accelerator operation speed detecting means for detecting a value correlated with an accelerator operation speed; peak holding means for storing a maximum value of an accelerator operation speed detected by the accelerator operation speed detecting means; A maximum value attenuating means for attenuating the maximum value based on: a power performance required degree setting means for setting a parameter indicating a required degree of power performance based on the maximum value attenuated by the maximum value attenuating means; A transmission control means for controlling a transmission ratio or a shift speed of the transmission based on a parameter indicating a required degree of power performance set by the power performance required degree setting means. Control device. 2. An accelerator operation amount detecting means for detecting a value correlated with an accelerator operation amount, and an attenuation for setting an attenuation amount in said maximum value attenuation means based on the accelerator operation amount detected by said accelerator operation amount detecting means. The control device for a transmission according to claim 1, further comprising: a quantity setting unit. 3. The transmission control device according to claim 2, wherein said damping amount setting means sets the damping amount smaller as the accelerator operation amount increases. 4. The control device for a transmission according to claim 1, wherein said peak hold means stores a maximum value of an absolute value of an accelerator operation speed. 5. The control device for a transmission according to claim 4, wherein said peak hold means obtains a maximum value by decreasing and correcting the absolute value of the accelerator operation speed on the return side of the accelerator. 6. The power performance required degree setting means reads a maximum value attenuated by the maximum value attenuating means via a low-pass filter and sets a parameter indicating a required degree of power performance. Item 6. A control device for a transmission according to any one of Items 1 to 5.