JP3419253B2 - Transmission control device for continuously variable transmission - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for a continuously variable transmission which can select an automatic shift mode in which a shift is performed based on a running state and a manual shift mode in which a shift is performed based on a manual operation.

[0002]

2. Description of the Related Art Generally, a belt type or toroidal type continuously variable transmission does not have a gear shifting operation to switch gears and can continuously and smoothly shift from low speed to high speed.

As a shift control device of this continuously variable transmission, a manual shift function is added to the shift device, and the shift lever is moved from the D range position for selecting normal running to the manual shift position, where the plus sensor is operated. Accordingly, there is known a device that upshifts the shift stage of the continuously variable transmission to the high speed side and, conversely, operates the minus sensor to downshift the shift stage to the low speed side.

[0004]

In the above-described shift control device for a continuously variable transmission, in the state where the vehicle is traveling in the automatic mode by selecting the D range, the manual mode is switched to the upshift or the downshift. It is possible to carry out the above, and there is an advantage that the shift speed according to the preference of the driver can be selected.

However, in the above-mentioned conventional device, normally, at the time of shifting to the manual mode, the gear shift control from the current gear ratio to the closest gear is automatically performed regardless of the driver's operation. Has become. For this reason, when downshifting is performed automatically at the time of shifting to manual mode, engine braking is applied, and when upshifting is automatically performed, a sufficient sense of acceleration cannot be obtained, making the driver feel uncomfortable. May be given.

In order to eliminate the above-mentioned discomfort, it is conceivable that the shift control is not performed at the time of shifting to the manual mode, and the shift operation to the nearby shift stage is performed at the time of the operation of the plus sensor and the minus sensor. However, in this case
Therefore, the first shift feeling (acceleration feeling) after shifting to the manual shift mode tends to vary. This is because the change amount of the engine rotation due to the gear shift becomes large depending on whether the gear ratio at the time of shifting to the manual mode is close to or far from the gear ratio of the predetermined gear stage.

Therefore, the present invention has been made by paying attention to the unsolved problem of the above-mentioned conventional example, and a shift control device for a continuously variable transmission capable of performing a manual operation without giving a feeling of discomfort to a driver. Is intended to provide.

[0008]

In order to achieve the above object, the invention according to claim 1 is an automatic shifting means for automatically setting a target gear ratio based on a running state, and a predetermined gear selected by a manual operation. And a manual transmission means for setting a target gear ratio corresponding to each gear position of the continuously variable transmission for controlling the gear ratio of the continuously variable transmission mounted on the vehicle according to the target gear ratio. In the control device, a manual selection confirmation means for confirming whether or not the manual transmission means is selected,
By an upshift request confirmation means for confirming whether the driver requests an upshift, a downshift request confirmation means for confirming whether the driver requests a downshift, and the manual selection confirmation means. Only by confirming the selection of the manual shift means, the shift control is not started, and the manual operation is performed.
The manual shift means is selected from among the shift speeds selected by
The gear shift control is started only when the driver determines that the upshift request confirmation means and the downshift request confirmation means the driver has requested an upshift or a downshift by calculating a gear position close to the gear ratio at the time And a manual shift starting means for performing the calculation when the driver requests an upshift.
The upshift control means for setting the target gear ratio so that the gear is shifted to the upshift side of the selected shift speed, and the shift speed calculated above when the driver requests a downshift .
Downshift control means for setting a target gear ratio so that the gear is shifted to the downshift side, and the upshift control means and the downshift control means perform the calculation.
The current gear ratio is larger or smaller than the gear ratio of the selected gear.
The driver decides the safety and at least when the driver is on the smaller side
If a downshift requires a
The target gear ratio is set in stages, and a predetermined change can be made with two or more operations.
This is a device that reaches a gear ratio corresponding to a speed stage .

According to a second aspect of the present invention, in the shift control device for a continuously variable transmission according to the first aspect, the driver is allowed to dow down.
Setting a target gear ratio stepwise when a shift request is requested.
The downshift control means is a predetermined preset
The current gear ratio is smaller than the gear ratio of the gear
In this case, the closest gear on the down side and the second closest gear.
The target gear ratio is set to the gear ratio between the gears .

[0010]

As described above, according to the invention described in claim 1, when the driver requests an upshift or a downshift, the shift control is not started only by the driver's manual operation. Since the manual gear shift starting means for starting the shift control for the first time is provided and the shift control is not started except for the operation by the driver's intention, the driver does not feel uncomfortable. In the invention according to claim 1, the shift control is managed by the manual selection confirming means, the upshift request confirming means, and the downshift request confirming means. Therefore, the shift control is ensured only when the driver requests. You can start at.

According to the first aspect of the invention, the upshift control means and the downshift control means calculate
The current gear ratio is larger or smaller than the gear ratio of the gear
The driver decides if at least on the smaller side
If downshift is requested, target up to the specified gear
The gear ratio is set in stages, and the specified gear can be changed by operating it twice or more.
Since the gear ratio corresponding to the gear is reached, a smooth downshift is achieved.
The gear shift operation can be performed, and the driver does not feel uncomfortable.

Further, the invention of claim 2 is the same as claim 1.
In addition to obtaining the described effect, downshift
The control means compares the gear ratio of a predetermined gear position set in advance.
If the current gear ratio is on the smaller side, the down side
Gear ratio between the closest and second closest gears in
Since the target gear ratio is set to 1, the effect that the gear change can be sufficiently realized by the subsequent gear change operation can be achieved regardless of the gear ratio when shifting to the manual mode (manual gear change means).

[0013]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 shows a continuously variable transmission 11 connected to an output side of an engine 10 as a rotary drive source. The continuously variable transmission 11 includes a fluid coupling 12, a forward / reverse switching mechanism 15, and a V-belt type. The continuously variable transmission mechanism 29, the differential device 56, and the like are provided, and the rotation of the output shaft 10a of the engine 10 is transmitted to the left and right drive shafts 66 and 68 at a predetermined gear ratio and rotation direction.

A fluid coupling 12, which is a fluid transmission device, is connected to an output shaft 10a of the engine 10.
The output side of the fluid coupling 12 is connected to the rotary shaft 13 of the forward / reverse switching mechanism 15, and the forward / backward switching mechanism 15 has a planetary gear mechanism 17, a forward clutch 40, and a reverse brake 50. is doing. A normal torque converter may be used for the fluid coupling.

The planetary gear mechanism 17 includes a sun gear 19
And a pinion carrier 25 having two pinion gears 21 and 23, and an internal gear 27. The two pinion gears 21 and 23 mesh with each other, the pinion gear 21 meshes with the sun gear 19, and the pinion gear 23 meshes with the internal gear 27. The sun gear 19 is connected so as to always rotate integrally with the rotary shaft 13. Pinion carrier 2
5 can be connected to the rotary shaft 13 by a forward clutch 40. Further, the internal gear 27 can be fixed to the stationary portion by the reverse brake 50. The pinion carrier 25 is disposed on the outer periphery of the rotary shaft 13 and is connected to the drive shaft 14
The drive shaft 14 is provided with a drive pulley 16 that constitutes a V-belt type continuously variable transmission mechanism 29.

The V-belt type continuously variable transmission mechanism 29 comprises the drive pulley 16, the V-belt 24 and the driven pulley 26 described above. The drive pulley 16 forms a V-shaped pulley groove by being opposed to the fixed conical plate 18 that rotates integrally with the drive shaft 14 and forms a V-shaped pulley groove, and the drive shaft is driven by hydraulic pressure acting on the drive pulley cylinder chamber 20. 14 and a movable conical plate 22 which is movable in the axial direction. The drive pulley cylinder chamber 20 is a chamber 20a.
, And 20b, and has a pressure receiving area twice as large as that of a driven pulley cylinder chamber 32 described later. Drive pulley 1
Reference numeral 6 is connected to a driven pulley 26 by a V belt 24 so as to be transmittable.

The driven pulley 26 has a driven shaft 28.
A fixed conical plate 30 provided above and rotating integrally with the driven shaft 28, and a V-shaped pulley groove formed to face the fixed conical plate 30 to face each other, and the driven shaft is driven by the hydraulic pressure acting on the driven pulley cylinder chamber 32. 28 and a movable conical plate 34 that is movable in the axial direction.

A drive gear 46 is fixed to the driven shaft 28, and the drive gear 46 meshes with an idler gear 48 on an idler shaft 52. Further, the pinion gear 54 provided on the idler shaft 52 always meshes with the final gear 44. Further, a pair of pinion gears 58 and 60 forming a differential device 56 are attached to the final gear 44.
8 and 60 are meshed with a pair of side gears 62 and 64, and the side gears 62 and 64 are output shafts 66 and 6 respectively.
It is connected with 8.

The rotational force input from the output shaft 10a of the engine 10 is transmitted to the forward / reverse switching mechanism 15 via the fluid coupling 12 and the rotary shaft 13, and the forward clutch 40 is engaged and the reverse clutch is used. Brake 50
Is released, the rotational force of the rotary shaft 13 is transmitted to the drive shaft 14 in the same rotational direction via the planetary gear mechanism 17 that is in the integrally rotating state. On the other hand, when the forward clutch 40 is disengaged and the reverse brake 50 is engaged, the rotational force of the rotary shaft 13 is reversed by the action of the planetary gear mechanism 17 in a state where the rotational direction is reversed. Be transmitted to. The rotational force of the drive shaft 14 is the drive pulley 16, the V belt 24, the driven pulley 26, the driven shaft 28,
The left and right drive shafts 66, 68 are transmitted to the differential device 56 via the drive gear 46, the idler gear 48, the idler shaft 52, the pinion gear 54, and the final gear 44.
Rotates in the forward or reverse direction. When both the forward clutch 40 and the reverse brake 50 are released, the power transmission mechanism is in a neutral state.

During the power transmission as described above, the movable conical plate 22 of the drive pulley 16 and the movable conical plate 34 of the driven pulley 26 are moved in the axial direction to change the contact position radius with the V belt 24. Drive pulley 16 and driven pulley 2
The rotation ratio with 6 can be changed. For example, if the width of the V-shaped pulley groove of the drive pulley 16 is increased and the width of the V-shaped pulley groove of the driven pulley 26 is reduced, the contact position radius of the V belt on the drive pulley 16 side becomes smaller, and the driven pulley 26 is driven. Since the contact position radius of the V belt on the pulley 26 side becomes large, a large gear ratio can be obtained. Movable conical plate 2
If 2 and 34 are moved in the opposite directions, the gear ratio will be reduced, contrary to the above.

The speed change pattern of the continuously variable transmission 11 is selected by the selection mechanism 70 shown in FIG.
This selection mechanism 70 arranges a parking range "P", a reverse range "R", a neutral range "N", a drive range "D", and a sports range "S" in that order in a row in the vehicle front-rear direction and selects them. An automatic transmission path 70b for guiding the lever 70a, and an upshift range "UP" and a downshift arranged parallel to the automatic transmission path 70b centered on a position corresponding to the drive range "D" in the automatic transmission path 70b. Manual transmission 70c having a range "Down" and the drive range "D"
At the position corresponding to the automatic transmission path 70b and the manual transmission path 70
and a communication passage 70d that communicates c.

Further, in the communication passage 70d, the select lever 70a is turned on when the select lever 70a passes from the automatic transmission path 70b side to the manual transmission passage 70c side, and conversely, the selection lever 70a is automatically changed from the manual transmission passage 70c side. A manual mode switch 72 for detecting whether or not it is in a manual operation state by being turned off when passing through the road 70b side
Is provided. Further, in the manual transmission path 70c, an upshift switch 74 which is turned on when the select lever 70a moves to the upshift range "UP" side.
And the select lever 70a causes the downshift range "Do
A downshift switch 76 that is turned on when it is moved to the wn ″ side is provided.

Further, the select lever 70a is connected to an inhibitor switch 78 attached to the continuously variable transmission 11 via a link (not shown), and the select lever 7a is connected to the inhibitor switch 78.
0a is each range "P", "R" of the automatic transmission path 70b,
When moving to any of "N", "D", and "S", the inhibitor switch 78 outputs a switch signal corresponding to each range.

As shown in FIG. 3, the continuously variable transmission 11 is controlled by the hydraulic control valve unit 80 and the line pressure solenoid PS. That is, the hydraulic control valve unit 80 is provided with a shift control valve, a pressure regulator valve, and the like, and a control signal is supplied from the controller 82, which will be described later, to the line pressure solenoid PS, whereby the line pressure solenoid PS shifts. The pilot pressure supplied to the control valve, the pressure regulator valve, etc. is adjusted. As a result, a predetermined primary hydraulic pressure P _P is supplied from the control valve unit 80 to the drive pulley cylinder chamber 20 of the drive pulley 16, and a predetermined secondary hydraulic pressure P _s is supplied. Is supplied to the driven pulley cylinder chamber 32 of the driven pulley 32. As a result, the drive pulley 16
Further, the V-shaped pulley groove widths of the driven pulley 26 and the driven pulley 26 are changed, and the speed is controlled steplessly to a predetermined speed ratio.

The controller 82 includes, for example, a microcomputer. The input side of the controller 82 is a throttle opening sensor 84 for detecting a throttle valve opening TH attached to the engine 10, and a rotary shaft 13 is provided. Input rotation speed Ni from the rotation speed to the continuously variable transmission 11
An input rotation speed sensor 86 that detects the vehicle speed, a vehicle speed sensor 88 that detects the vehicle speed Vs from the rotation speed of the output shaft 13, and a manual mode switch 72 related to the selection mechanism 70.
Up shift switch 74, down shift switch 76
And the inhibitor switch 78 is connected.

On the other hand, on the output side of the controller 82, the line pressure solenoid PS for controlling the shift speed of the continuously variable transmission 11 and the display device 90 for displaying the current shift speed are connected.

Then, the controller 82 refers to a shift characteristic control map preset by a microcomputer included therein, and controls the line pressure solenoid PS to execute a shift control process.

In this shift control process, when the manual mode switch 72 is in the OFF state, the target shift speed is set by referring to the normal shift characteristic control map, and the line pressure solenoid is controlled accordingly. , A normal automatic shift control process for shifting control of the continuously variable transmission 11 to the set target shift speed is performed, and the manual mode switch 7
When 2 is ON, the manual shift control process is performed. In the manual shift control process, the upshift range "UP" and the downshift range "Dow"
When neither "n" is selected, the change to the target shift speed is prohibited. When either the upshift range "UP" or the downshift range "Down" is selected, the change to the target shift speed is prohibited. Then, the gear ratio is gradually changed to the target gear position.In the manual gear shift control process, the sixth gear position is provided,
The gear ratio of the first gear, which is a gear stage, is 2.00, the gear ratio of the second gear is 1.52, and the gear ratio of the third gear is 1.15.
The target speed ratio of the fourth speed is 0.87, the target speed ratio of the fifth speed is 0.66, and the speed ratio of the sixth speed, which is the highest gear, is 0.50.

Next, FIG. 4 is a flow chart showing the procedure of the shift control process described above. This shift control process is executed as a timer interrupt process every 10 msec.
First, in step S2, the throttle opening TH from the throttle opening sensor 84, the vehicle speed Vs from the vehicle speed sensor 88,
The input rotation speed Ni is read from the input rotation speed sensor 86.

Next, in step S4, it is determined whether the switch signal of the manual mode switch 72 is in the ON state. This determination is made by the select lever 70a.
Is for determining whether the automatic shift mode guided by the automatic shift path 70b is changed to the manual shift mode guided by the manual shift path 4c, and the switch signal of the manual mode switch 72 is in the OFF state. Sometimes, it is determined that the automatic shift mode is set, and step S6 is performed.
Move to.

In step S6, the manual operation start flag F _M is set to "0", and then the process proceeds to step S8 to execute the normal automatic shift control process. In the normal automatic shift control process, the throttle opening TH from the throttle opening sensor 84 and the vehicle speed are referred to by referring to the shift pattern control map corresponding to the corresponding range based on the switch signal from the inhibitor switch 78 according to the range position. Based on the vehicle speed Vs from the sensor 88, a target gear ratio ri that matches the running condition is obtained, and the target gear ratio ri is updated and stored in a preset gear ratio storage area of the built-in memory.

Next, in step S10, the display on the display device 90 at the manual shift stage is cleared. Next, in step S12, the target gear ratio ri stored in the gear ratio storage area is read, a control signal Cs corresponding to the target gear ratio ri is output to the line pressure solenoid PS, and then a timer interrupt process is performed. To end the routine and return to the predetermined main program.

On the other hand, when the switch signal of the manual mode switch 72 is in the ON state as a result of the determination in step S4, the select lever 70a is moved to the manual transmission path 70c side through the communication passage 70d to select the manual mode. If it is determined that there is one, the process proceeds to step S14.

In step S14, the output speed No. is calculated by dividing the vehicle speed Vs read in step S2 by the reduction ratio on the output side from the output shaft 28. Then step S1
6, the input rotation speed N read in step S2
The current gear ratio ra is calculated by dividing i by the output speed No.

Next, in step S18, it is determined whether the manual operation start flag F _M is "1". This determination is to determine whether the upshift range “UP” or the downshift range “Down” has been selected, and when the manual operation start flag F _M is “0”, the upshift range is still “up”. U
It is determined that neither P ”nor the downshift range“ Down ”is selected, and the process proceeds to step S20.

In step S20, the current gear ratio ra is set to the gear GN by referring to the gear setting map shown in FIG.
= 1 to 6 is set. And step S
In 22 outputs a gear position GN set to the display device 90 of the manual shift stage, and then transitions from set to "1" transition to manually start flag F _M in step S23 to step S12.

When the manual operation start flag F _M is "1" in the determination result of step S18, it is determined that either the upshift range "UP" or the downshift range "Down" has been selected, and the process proceeds to step S22. Transition.

In step S24, it is determined whether or not the driver is making an upshift request, and when the upshift switch 74 is in the ON state, it is determined that the driver is making an upshift request. S26
And the upshift control process described later is executed.
Then, after executing the upshift control process, the process proceeds to step S20. If the upshift switch 74 is in the OFF state according to the determination result of step S24, it is determined that the driver has not issued the upshift request, and the process proceeds to step S30.

In step S30, it is determined whether or not the driver makes a downshift request, and when the downshift switch 76 is in the ON state, it is determined that the driver is making a downshift request. S32
And the downshift control process described later is executed.
Then, after executing this downshift control processing, the routine proceeds to step S20 described above. Also, step S30
If the downshift switch 76 is in the OFF state as a result of the determination, the driver determines that the downshift request is not made, and the process proceeds to step S12 described above.

Then, the upshift control processing in step S26 described above executes the processing shown in FIG. First, in step S40, the current gear ratio ra is set to the highest level.
It is determined whether or not the gear ratio of the sixth speed (GN = 6), which is the gear position, matches 0.50, and the current gear ratio ra = 0.50.
If so, it is determined that the upshift operation is impossible, the timer interrupt process is terminated, and the predetermined main program is restored. If the current gear ratio ra ≠ 0.50, the process proceeds to step S42.

Then, in step S42, the fifth speed (GN =
It is determined whether or not the gear ratio of 5) is equal to 0.66,
If the current gear ratio ra = 0.66, the process proceeds to step S44, and the target gear ratio ri is set to the gear ratio 0.50 for the sixth speed (GN = 6) in step S44. If the current gear ratio ra ≠ 0.66 in step S42, the process proceeds to step S46.

In step S46, the current gear ratio r
It is determined whether or not a matches the gear ratio 0.87 of the fourth speed (GN = 4), and if the current gear ratio ra = 0.87, the process proceeds to step S48, and the target gear ratio is changed in step S48. The ratio ri is set to the gear ratio of 0.66 for the fifth speed (GN = 5). In step S46, the current gear ratio ra ≠
If 0.87, the process proceeds to step S50.

In step S50, the current gear ratio r
It is determined whether or not a matches the gear ratio 1.15 of the third speed (GN = 3), and if the current gear ratio ra = 1.15, the process proceeds to step S52, and the target gear ratio is changed in step S52. The ratio ri is set to the gear ratio of 0.87 for the fourth speed (GN = 4). In step S50, the current gear ratio ra ≠
If it is 1.15, the process proceeds to step S54.

In step S54, the current gear ratio r
It is determined whether or not a matches the gear ratio 1.52 of the second speed (GN = 2), and if the current gear ratio ra = 1.52, the process proceeds to step S56, and the target gear ratio is changed in step S56. The ratio ri is set to the gear ratio 1.15 for the third speed (GN = 3). In step S54, the current gear ratio ra ≠
If it is 1.52, the process proceeds to step S58.

In step S58, the current gear ratio r
It is determined whether or not a matches the gear ratio 2.00 of the first speed (GN = 1). If the current gear ratio ra = 2.00, the process proceeds to step S60, and the target gear ratio is changed in step S60. The ratio ri is set to the gear ratio of 1.52 for the second speed (GN = 2). In step S58, the current gear ratio ra ≠
If it is 2.00, the process proceeds to step S62. In addition,
After shifting to steps S44, 48, 52, 56 and 60, the timer interrupt processing is ended and the process returns to the predetermined main program.

In step S62, it is determined whether the current gear ratio ra is located near which gear, or between the low-speed gear and the high-speed gear. The determination is made by referring to the up-down amount control map shown in FIG. This up-down amount control map sets a plurality of gear ratio zones by dividing each of the low speed side shift stage and the high speed side shift stage into four, and sets the up control amount for each shift ratio zone. Δr _U and down control amount Δr _D are set. Then, each up control amount Δ
The r _U and the down control amount Δr _D do not become the target gear ratio ri that greatly changes from the current gear ratio ra, but reach the gear ratio corresponding to a predetermined gear by performing the upshift and downshift operations two or more times. Is set. In addition,
Although not shown, it is assumed that the gear ratio zone, the up control amount Δr _U, and the down control amount Δr _D are set between the fourth speed and the fifth speed in FIG. 7 and between the fifth speed and the sixth speed.

Therefore, in step S62, it is determined in which gear ratio zone the current gear ratio ra is located, and the process proceeds to step S64. In step S64, the up control amount ΔrU is set with respect to the current gear ratio ra located in the predetermined gear ratio zone by referring to the up-down amount control map of FIG. 7, and then step S66.
Then, the target speed ratio ri is calculated by subtracting the up control amount ΔrU from the current speed ratio ra.

On the other hand, the downshift control processing of step S32 described above executes the processing shown in FIG. First, in step S68, it is determined whether or not the current gear ratio ra matches the gear ratio 2.00 of the first gear (GN = 1) which is the lowest gear, and the current gear ratio ra = 2.00. If so, the downshift operation is impossible and the timer interrupt process is terminated to return to the predetermined main program. If the current gear ratio ra ≠ 2.00, the process proceeds to step S70.

Then, in step S70, the second speed (GN =
It is determined whether or not the gear ratio of 2) is 1.52,
If the current gear ratio ra = 1.52, the process proceeds to step S72, and the target gear ratio ri is set to the gear ratio 2.00 for the first speed (GN = 1) in step S72. If the current gear ratio ra ≠ 1.52 in step S70, the process proceeds to step S74.

In step S74, the current gear ratio r
It is determined whether or not a matches the gear ratio 1.15 of the third speed (GN = 3), and if the current gear ratio ra = 1.15, the process proceeds to step S76, and the target gear ratio is changed in step S76. The ratio ri is set to the gear ratio of 1.52 for the second speed (GN = 2). In step S74, the current gear ratio ra ≠
If it is 1.15, the process proceeds to step S78.

In step S78, the current gear ratio r
It is determined whether or not a matches the gear ratio 0.87 of the fourth speed (GN = 4), and if the current gear ratio ra = 0.87, the process proceeds to step S80, and the target gear ratio is changed in step S80. The ratio ri is set to the gear ratio 1.15 for the third speed (GN = 3). In step S78, the current gear ratio ra ≠
If 0.87, the process proceeds to step S82.

In step S82, the current gear ratio r
It is determined whether or not a matches the gear ratio 0.66 of the fifth speed (GN = 5), and if the current gear ratio ra = 0.66, the process proceeds to step S84, and the target gear ratio is changed in step S84. The ratio ri is set to the gear ratio of 0.87 for the fourth speed (GN = 4). In step S82, the current gear ratio ra ≠
If it is 0.66, the process proceeds to step S86.

In step S86, the current gear ratio r
It is determined whether or not a matches the gear ratio 0.50 of the sixth speed (GN = 6), and if the current gear ratio ra = 0.50, the process proceeds to step S88, and the target gear ratio is changed in step S88. The ratio ri is set to the gear ratio of 0.66 for the fifth speed (GN = 5). In step S86, the current gear ratio ra ≠
If it is 0.50, the process proceeds to step S90. In addition,
After shifting to the steps S72, 76, 80, 84 and 88, the timer interrupt processing is ended and the process returns to the predetermined main program.

In step S90, it is determined which gear ratio zone the current gear ratio ra is in by referring to the up-down amount control map shown in FIG. Next, the routine proceeds to step S92, and referring to the up-down amount control map of FIG. 7, the down control amount Δ with respect to the current gear ratio ra located in the predetermined gear ratio zone.
After setting r _D , the process proceeds to step S64, and the target speed ratio ri is calculated by adding the down control amount Δr _D to the current speed ratio ra.

In this shift control process, the process of step S8 of FIG. 4 corresponds to the automatic shift means, the processes of step S18, step S24, and step S30 of FIG. 4 correspond to the manual shift start device, and the step of FIG. S24 corresponds to the upshift request confirmation means, step S30 of FIG. 4 corresponds to the downshift request confirmation means, the processing of FIG. 6 corresponds to the upshift control means, and the processing of FIG. 8 corresponds to the downshift control means. is doing.

Therefore, the vehicle is now at the select lever 7
0a to select drive range "D",
Assuming that the vehicle is traveling in this state, in this state,
When the shift control process is executed, the manual mode switch
Since the switch 72 is in the OFF state, from step S4
The process proceeds to step S6 and the manual operation start flag F _M
Is set to “0”, and the process proceeds to step S8,
Vehicle speed Vs of existing vehicle speed sensor 88 and throttle opening sensor
Based on the throttle opening detection value TH of 84, the shift control
Set the target gear ratio ri with reference to the
The data is updated and stored in the storage area, and the process proceeds to step S10
After clearing the display on the display device 90
Go to step S12.

For this reason, in step S12, the control signal Cs is supplied to the line pressure solenoid PS so that the shift speed is set in accordance with the target speed ratio ri updated and stored in the shift speed storage area. As a result, the control valve unit 80
Drive pulley 16 and driven pulley 2 of continuously variable transmission 11
6 has a specified primary hydraulic pressure P _P and secondary hydraulic pressure P P
_s is supplied, and the drive pulley 16 and the driven pulley 26 respectively change the V-shaped pulley groove width to continuously control the speed change to the target speed ratio ri.

When the driver moves the select lever 70a to the manual speed change path 70c side through the communication path 70d during the automatic speed change mode running in the drive range "D",
In the shift control procedure of FIG. 4, the manual mode switch 7
Since 2 is in the ON state, the process proceeds from step S4 to step S14 and step S16, and the output speed N
o and the current gear ratio ra are calculated. Then, since the manual operation start flag F _M is set to “0”, the process shifts from step S18 to step S20, and referring to the shift speed setting map of FIG. 3, the current shift ratio ra falls within the range. GN is calculated and output to the display device 90 of the manual shift stage in step S22. Therefore, immediately after switching from the automatic shift mode to the manual shift mode, it is possible to display the shift speed GN closest to the current gear ratio ra.

Here, the driver has moved the select lever 70a from the drive range "D" to the manual transmission path 70c side, but also to the downshift range "Down" side or the upshift range "UP" side. If not, the manual shift control is not started. That is,
In the shift control process of FIG. 4, the manual operation start flag F
_{Since M} has already been set to "1", step S24
However, since the upshift switch 74 is in the OFF state, the process proceeds to step S30. Since the downshift switch 76 is also in the OFF state, the process proceeds to step S12, and the upshift control process and the downshift control process are not performed.

Therefore, since the shift control is not performed before the driver requests the upshift or the downshift, the driver does not feel uncomfortable. Further, the driver moves the select lever 70a from the drive range "D" to the manual transmission path 70c side, and further downshift range "Dow".
When moved to the n "side, in this state, the manual mode switch 72 and the downshift switch 76 are turned on.

Therefore, at the timing when the shift control process of FIG. 4 is executed, the process proceeds from step S4 to step S14 and step S16 to calculate the output rotation speed No and the current gear ratio ra. Since the manual operation start flag F _M has already been set to “1”, step S
The process proceeds to the downshift control process of step S32 via 18, step S24, and step S30.

In the downshift control processing shown in FIG. 8, the target gear ratio ri is changed according to the current gear ratio ra. Here, when the current gear ratio ra matches the gear ratio 2.00 of the first speed (GN = 1), the downshift control process is ended without performing the control.

When the current gear ratio ra matches the gear ratio 0.87 of the fourth speed (GN = 4), for example, step S68, step S70, step S74.
Then, the process proceeds from step S78 to step S80, and the downshift control procedure is ended with the speed ratio 1.15 of the third speed (GN = 3), which is one step lower than the fourth speed, as the target speed ratio ri.
Similarly, the current gear ratio ra is 2nd speed (GN = 2), 3
Speed (GN = 3), 5th speed (GN = 5), 6th speed (GN = 6)
Even when the gear ratio is equal to the gear ratio of, the gear ratio of the gear that is one gear lower than each gear is set as the target gear ratio ri.

Here, the current gear ratio ra is the first speed (GN =
When it does not match any of the gear ratios of 1) to 6th speed (GN = 6), the process proceeds to step S90. In this step S90, referring to the up-down amount control map of FIG. 7, it is determined in which gear ratio zone the current gear ratio ra is located. Here, the current gear ratio ra is
It is assumed that it is located in the region between the second speed and the third speed in FIG. 7 and is located in the Zb ₁ zone near the second speed (reference numeral R _{1 in} FIG. 7). Position), the process proceeds to step S92, and a predetermined down control amount Δr _D1 is calculated. Then, the process proceeds to step S94, where the down control amount Δr _D1 is added to the current gear ratio ra, and the target gear ratio ri is Za _{2 which} is substantially in the middle between the first gear and the second gear.
It is set at the position of the zone (the position indicated by reference numeral R ₂ in FIG. 7). As described above, in the downshift control process, the optimum downcontrol amount Δr _D is added to the current gear ratio ra to set the target gear ratio ri that does not significantly change from the current gear ratio ra.

Further, the driver moves the select lever 70a from the drive range "D" to the manual transmission path 70c side,
Further, when moving to the upshift range “UP” side, in this state, the manual mode switch 72 and the upshift switch 74 are turned on.

In this state, steps S4 to S14 and step S16 in the shift control process of FIG.
Then, the output rotation speed No and the current gear ratio ra are calculated. Since the manual operation start flag F _M has already been set to “1”, the process proceeds to the upshift control process of step S26 via steps S18 and S24.

In the upshift control process shown in FIG. 6, the target gear ratio ri is changed according to the current gear ratio ra. Here, when the current gear ratio ra matches the gear ratio 0.50 of the sixth speed (GN = 6), the upshift control process ends without performing the control.

When the current gear ratio ra matches the gear ratio 1.52 for the second speed (GN = 2), for example, step S40, step S42, step S4.
6, step S50 and step S54 to step S
The control shifts to 56, and the upshift control procedure ends with the gear ratio 1.15 of the third speed (GN = 3), which is increased by one gear from the second speed, as the target gear ratio ri. Similarly, the current gear ratio ra is 1
Speed (GN = 1), 3rd speed (GN = 3), 4th speed (GN =
4) Even when the gear ratio matches the fifth gear ratio (GN = 5), the gear ratio of the gear that is one gear higher than each gear is set as the target gear ratio ri.

Here, the current gear ratio ra is the first speed (GN =
When it does not match any of the gear ratios of 1) to 5th speed (GN = 5), the process proceeds to step S62. In this step S62, referring to the up-down amount control map of FIG. 7, it is determined in which gear ratio zone the current gear ratio ra is located. Here, the current gear ratio ra is
It is assumed that it is located in the region between the first speed gear and the second speed gear in FIG. 7, and is located in the Za ₃ zone near the second speed gear (reference symbol R _{3 in} FIG. 7). Position), the process proceeds to step S64, and a predetermined up control amount Δr _U1 is calculated. Then, when the process proceeds to step S66 and the up control amount Δr _U1 is subtracted from the current gear ratio ra, the target gear ratio ri is Zb which is substantially in the middle between the second gear and the third gear.
It is set at the position of ₃ zones (the position indicated by reference numeral R ₄ in FIG. 7). In this way, in the upshift control process, the optimum down control amount Δr _U is subtracted from the current gear ratio ra to set the target gear ratio ri that does not significantly change from the current gear ratio ra.

As described above, according to the above embodiment, the driver moves the select lever 70a from the drive range "D" to the manual transmission path 70c side, but the downshift range "Down" side or the upshift range "UP". When the vehicle is not moving to either side, the shift control is not started. For this reason, the manual shift control is not started except for the operation intentionally performed by the driver, so that the driver does not feel uncomfortable.

Further, in the downshift control processing shown in FIG. 8, the optimum downcontrol amount Δr _D is added to the current gear ratio ra to set the target gear ratio ri that does not greatly change from the current gear ratio ra. Therefore, in the upshift control process shown in FIG. 6, since the optimum down control amount Δr _U is subtracted from the current gear ratio ra to set the target gear ratio ri that does not significantly change from the current gear ratio ra, A smooth upshift or downshift shift operation is possible. Further, regardless of the gear ratio immediately after shifting to the manual shift mode, it is possible to obtain an effect that the shift can be sufficiently realized by the subsequent shift operation.

Further, when the driver starts the manual running, the gear GN closest to the current gear ratio ra is displayed on the display device 90 of the manual gear, so that the driver is displayed. It is possible to accurately perform the upshift operation or the downshift operation by checking the gear position GN. You can

In the present embodiment, the belt type continuously variable transmission is adopted for explanation, but the same effect can be obtained by applying it to the toroidal type continuously variable transmission. Further, in the above embodiment, the case where the select lever 70a is configured to be movable between the automatic transmission path 70b and the manual transmission path 70c has been described, but the present invention is not limited to this, and for example, the selection lever 70a The grip is equipped with an auto / manual switch, and this switch is OF
When in the F state, shift control according to the selected range is performed as the automatic shift mode, and when in the ON state, as the manual shift mode, the upshift or downshift is performed by rotating the select lever 70a or rotating a separately provided manual mode lever. May be selected.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram showing a belt type continuously variable transmission according to the present invention.

FIG. 2 is a plan view showing a select mechanism according to the present invention.

FIG. 3 is a schematic configuration diagram showing a shift control device according to the present invention.

FIG. 4 is a flowchart showing a shift control process according to the present invention.

FIG. 5 is a chart showing a shift stage setting map used in a shift control process.

FIG. 6 is a flowchart showing an upshift control process of a shift control process.

FIG. 7 is a chart showing an up-down amount control map used in a shift control procedure.

FIG. 8 is a flowchart showing a downshift control process of a shift control process.

[Explanation of symbols]

29 V-belt type continuously variable transmission mechanism 16 Drive pulley 24 V-belt 26 Driven pulley 86 Input speed sensor 88 Vehicle speed sensor 72 Manual mode switch 74 Upshift switch 76 Downshift switch 78 Inhibitor switch 70 Select mechanism 70a Select lever 70b Automatic transmission path 70c Manual transmission path 70d Communication passage F _M Manual operation start flag GN Shift stage Ni Input speed No Output speed PS Line pressure solenoid PS ra Current speed ratio ri Target speed ratio Vs Vehicle speed Δr _D Down control amount Δr _U Up control amount

─────────────────────────────────────────────────── ─── Continuation of the front page (56) Reference JP-A-9-296860 (JP, A) JP-A-8-82354 (JP, A) JP-A-7-301321 (JP, A) JP-A-6- 66369 (JP, A) JP 62-177348 (JP, A) JP 59-113354 (JP, A) JP 8-86341 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48

Claims (2)

(57) [Claims] 1. An automatic transmission means for automatically setting a target gear ratio based on a running state and a manual transmission means for setting a target gear ratio corresponding to a predetermined gear selected by manual operation are selectable. In a shift control device for a continuously variable transmission that is arranged and controls the gear ratio of a continuously variable transmission mounted on a vehicle according to the target gear ratio, a manual selection for confirming whether or not the manual transmission means is selected. Confirmation means, an upshift request confirmation means for confirming whether the driver requests an upshift, a downshift request confirmation means for confirming whether the driver requests a downshift, and the manual operation Only by confirming the selection of the manual transmission means by the selection confirmation means does not start the shift control, but by manual operation.
The manual transmission means is selected from the selected gears
Manually calculating the close gear position from the gear ratio of the time the driver by the upshift request confirmation means and the down-shift request confirmation means starts the first shift control when it is confirmed that the requested upshift or downshift The manual shift means is provided on the upshift side of the calculated shift stage when the driver requests an upshift.
An upshift control means for setting a target gear ratio so that the gearshift is performed, and the change calculated above when the driver requests a downshift.
Downshift control means for setting a target gear ratio so that the gear is shifted to a gear on the downshift side of the speed stage, and the upshift control means and the downshift control means are provided with respect to the calculated gear ratio of the gear stage. Current gear ratio
Is larger or smaller, and at least on the smaller side
If the driver requests a downshift when
The target gear ratio is set in stages up to the gear, and operation is performed twice or more.
A gear shift control device for a continuously variable transmission, characterized in that a gear ratio corresponding to a predetermined gear position is reached in operation. 2. When a driver requests a downshift
The downshift control hand that sets the target gear ratio stepwise
The gear is the current gear ratio with respect to the gear ratio of a predetermined gear set in advance.
If the current gear ratio is on the smaller side, the down side is the most
Goal transmission ratio between close gear position and close gear position to the second
The gear shift control device for a continuously variable transmission according to claim 1, wherein a gear ratio is set .