JPH052859B2 - - Google Patents

Description

Detailed Description of the Invention (Industrial Field of Application) The present invention has a continuously variable transmission and a clutch that are interposed between an engine and drive wheels, and uses these to detect the operating state of the engine, etc. The present invention relates to an electronically controlled continuously variable transmission which is controlled by an electronic control means based on a detection signal obtained by the above.

(Prior Art) Conventionally, in a transmission device used in an automobile, the gear ratio of each gear range, such as 1st to 5th gear, is set to a constant value in advance, so the driver can In order to obtain the required vehicle speed etc. with appropriate or efficient engine output, it is necessary to perform frequent switching between each gear range, and this switching operation requires intermittent switching between the engine and transmission. This also adds to the need to operate the clutch mechanism, which is troublesome. In addition, there are automatic transmissions that use a torque converter that uses fluid as a power transmission medium so that each gear range can be changed automatically, but transmissions that use this torque converter are prone to fluid slippage. Therefore, there is a problem that there is considerable power transmission loss.

For this reason, a continuously variable transmission that can automatically and continuously change the gear ratio, for example, connects two pulleys with V-shaped grooves with a V belt and changes the width of the pulley grooves. , V-belt pulley continuously variable transmissions with variable gear ratios have been proposed. The output of the engine is transmitted to the wheels, which are driven bodies, through such a continuously variable transmission,
In automobiles employing an electronically controlled continuously variable transmission in which the continuously variable transmission is controlled using electronic control means, the driver is freed from the hassle of clutch operation. However, even in such a case, the clutch mechanism is not unnecessary, and when the vehicle is started or stopped, and furthermore, when the driver operates the shift lever etc., the clutch mechanism is changed to the neutral range (N). When switching from the forward range (D range) to the reverse range (R range), intermittent control is required for the clutch mechanism to transmit the engine output to the continuously variable transmission. The clutch mechanism is automatically controlled within the electronically controlled continuously variable transmission. Regarding the control of the clutch mechanism associated with such a continuously variable transmission, for example,
As described in Japanese Patent Application Laid-Open No. 52-98862,
In a clutch mechanism associated with a V-belt pulley type continuously variable transmission, the tension of the V-belt of the continuously variable transmission is detected and the clutch mechanism is brought into a connected state when the tension of the V-belt is sufficiently increased. proposals have been made.

However, in a vehicle equipped with an electronically controlled continuously variable transmission in which the gear ratio is automatically controlled, the driver operates a shift lever or the like to change the torque transmission switching means from the neutral range to the forward range. When switching to reverse range and starting the car, or while driving, the driver operates the shift lever etc. to switch the torque transmission in order to cut off the power transmission from the engine to the drive wheels and coast the car. After the torque transmission switching means is switched from the neutral range to another range, such as when an attempt is made to accelerate the vehicle by setting the torque transmission switching means to the neutral range and then switching the torque transmission switching means to the forward range again, When the clutch mechanism automatically switches from the disconnected state to the connected state, the input shaft rotational speed of the clutch mechanism (the engine output shaft rotational speed Equivalent to)
In some cases, the rotation speed of the output shaft of the clutch mechanism and the rotation speed of the output shaft of the clutch mechanism are significantly different. For this reason, when the clutch mechanism is switched from the disconnected state to the connected state, the clutch mechanism cannot be connected easily, which may result in impact, etc., and the life of the clutch mechanism is shortened. There was a risk that sudden engine braking, insufficient driving force, etc. would occur immediately after this condition was established.

(Object of the Invention) In view of the above, the present invention transmits the driving force from the engine to the driving wheels by using a clutch means and a continuously variable transmission, and the operating state of these clutch means and the continuously variable transmission are The gear ratio of the machine is controlled based on the control signal sent from the electronic control means, and in particular, the clutch means is connected from the disconnected state after switching the torque transmission switching means from the neutral range to the forward range etc. An electronic control system that allows the clutch means to be easily connected when switching to a new state, reduces the shock when the clutch means is connected, and prevents sudden engine braking or lack of driving force. The purpose of this invention is to provide a continuously variable transmission.

(Structure of the Invention) The electronically controlled continuously variable transmission according to the present invention is connected between an engine and drive wheels to which torque of the engine is transmitted, and is capable of continuously changing an input/output torque ratio. a continuously variable transmission, a gear ratio adjusting means for changing the input/output torque ratio of the continuously variable transmission, a clutch means for selectively interrupting or connecting torque transmission from the engine to the continuously variable transmission, and Torque transmission switching means that is interposed in a torque transmission path to the driving wheels and selectively switches between a plurality of ranges including a neutral range;
A first detection means for detecting the load condition of the engine, a second detection means for detecting the rotation speed of at least one rotating body that rotates by being transmitted with the torque of the engine or drive wheels, and a torque transmission switching means are Based on the signals obtained from the third detecting means and the first, second and third detecting means, the clutch means sends a control signal to the gear ratio adjusting means. and electronic control means for sending a control signal to the clutch means to control the operation of the clutch means, and the electronic control means is configured such that the torque transmission switching means is switched from the neutral range to another range and the clutch means is in the disconnected state. When the clutch is brought into the connected state, a control signal is sent to the gear ratio adjusting means to adjust the gear ratio of the continuously variable transmission according to the input rotation speed of the clutch means, and then the clutch means is operated to the connected state. be made into By doing so, when the torque transmission switching means is switched from the neutral range to another range and the clutch means is brought into the connected state, the connection operation is facilitated, and the connection operation is facilitated, and the connection operation is facilitated, and the clutch means is transferred from the input side to the output side. The torque is transmitted smoothly.

(Example) Hereinafter, an example of the present invention will be described with reference to the drawings.

FIG. 1 shows an outline of a drive control section of an automobile to which an example of an electronically controlled continuously variable transmission according to the present invention is applied. In the figure, reference numeral 1 denotes a reciprocating piston type engine, in which an intake passage 2 is provided with a throttle valve 3 for controlling fuel supply, and the throttle valve 3 is opened and closed by a throttle actuator 4. The opening degree is detected by a throttle position sensor 5. Note that the end of the intake passage 2 on the downstream side of the throttle valve 3 forms branch passages 2a, 2b, 2c, and 2d that communicate with each cylinder. A fuel injection valve is disposed at 2d.

An output shaft 6 of the engine 1 is connected to a continuously variable transmission 9 via a clutch 7 and a switching gear train 8 forming torque transmission switching means, and an output shaft 10 of the continuously variable transmission 9 is connected to a differential gear 11. It is connected to the drive wheels 12 via.

Further, an engine rotation speed detection sensor 13 detects the rotation speed of the output shaft 6 of the engine 1, a clutch output shaft rotation speed detection sensor 15 detects the rotation speed of the output shaft 14 of the clutch 7, and an input shaft of the continuously variable transmission 9. 16
A transmission input shaft rotation speed detection sensor 17 detects the rotation speed of the continuously variable transmission 9, and a transmission output shaft rotation speed detection sensor 18 detects the rotation speed of the output shaft 10 of the continuously variable transmission 9, and therefore the vehicle speed. Installed in place. Then, a throttle position signal P ₅ from the aforementioned throttle position sensor 5, an engine output shaft rotational speed signal P ₂ from the aforementioned engine rotational speed detection sensor 13, and a clutch output shaft rotational speed signal from the clutch output shaft rotational speed detection sensor 15 are sent. Output shaft rotation speed signal
P ₄ , transmission input shaft rotation speed signal from transmission input shaft rotation speed detection sensor 17 P ₆ , transmission output shaft rotation speed signal from transmission output shaft rotation speed detection sensor 18
Each of _P8 is the interface section 19 and CPU2.
0 and a memory 21 as main components.

Further, the amount of depression of the accelerator pedal 23 operated by the driver, that is, the accelerator opening is detected by the accelerator opening detection sensor 24, and the depression state of the brake pedal 25 is detected by the brake operation detection sensor 24.
6, and furthermore, the shift position of the shift lever 27 is detected by the shift lever position detection sensor 2.
8, an accelerator opening signal P ₁ corresponding to the amount of depression of the accelerator pedal 23, a brake operation signal P ₃ obtained by depression of the brake pedal 25, and a brake operation signal P 3 corresponding to the position of the shift lever 27. Shift lever position signal _P7 is
Each is input to the electronic control circuit section 22.

Based on the signals P ₁ to P ₈ obtained and input from each sensor, the electronic control circuit section 22 outputs various control signals S ₁ , S ₂ , S ₃ , S ₄ , S ₅ , S ₆ is output.

FIG. 2 shows an electronically controlled continuously variable transmission according to the present invention, which includes the clutch 7, the switching gear train 8 forming the torque transmission switching means, the continuously variable transmission 9, and the electronic control circuit section 22. An example of the outline is shown below. Here, the A solenoid ₃₀ of the clutch control valve 29 receives the clutch control signal _S1 among the various control signals S1 to _S6 from the electronic control circuit section 22, and the A solenoid 30 of the clutch control valve 29 receives the clutch control signal _S2 and performs the clutch control. Valve 29 B
The solenoids 31 are energized, respectively, and the clutch 7
The supply state of hydraulic oil to is controlled. Further, in response to the shift control signal S ₃ , the C solenoid 33 of the shift control valve 32 is energized, and in response to the shift control signal S ₄ , the D solenoid 34 of the shift control valve 32 is energized. The supply status of hydraulic oil is controlled,
Its gear ratio is controlled.

Further, the shift control valve 43 is controlled by switching the shift lever 27 to the forward D, neutral N, and reverse R shift positions by manual operation by the driver, and the clutch control valve 29 described above.
and the speed change control valve 32 are supplied with operating pressure oil from an oil tank via a filter 35 and a hydraulic pump 36. The line pressure supplied from the hydraulic pump 36 is adjusted by a pressure reducing valve 37 that receives a line pressure control signal _S5 from the electronic control circuit section 22.

Furthermore, the throttle actuator 4 operates in response to the throttle control signal _S6 , thereby
The opening degree of the throttle valve 3 is adjusted.

The continuously variable transmission that is controlled by being supplied with hydraulic oil in this manner is configured to be able to transmit the output of the engine 1 to the drive wheels 12 and perform related control as described below. ing.

That is, the rotation of the output shaft 6 of the engine 1 is first
A flywheel 38 provided at the end of the output shaft 6
The signal is transmitted to a clutch 7 which is intermittently pressure-connected to the output shaft 6 and rotates coaxially with the output shaft 6. This clutch 7 has a friction plate 39 that presses against the flywheel 38, and a diaphragm-shaped clutch spring 40 to which a pressure plate that presses the friction plate 39 is fixed, and the clutch control signal _S1 is transmitted to the clutch control valve. 29
When the oil is sent to the A solenoid 30, the A solenoid 30 is energized and turned on, and as a result, the hydraulic oil is supplied from the open port to the clutch actuator 41, and inside the clutch actuator 41, the piston is moved by the elasticity of the spring. Move against it and press lever 4.
Rotate 2 counterclockwise. As a result, the clutch spring 40 in the open state is moved to the closed state and presses the friction plate 39, thereby bringing the clutch 7 into the connected state. As a result, the rotation of the output shaft 6 of the engine 1 is transmitted to the output side of the clutch 7.

Also, the clutch control signal _S2 is transmitted to the clutch control valve 2.
When sent to the B solenoid 31 of No. 9, B
The solenoid 31 is energized and turned ON, hydraulic oil is discharged from the clutch actuator 41, and the piston is returned by the elasticity of the spring inside the clutch actuator 41, so that the clutch spring 40 is opened. As a result, the pressing state of the friction plate 39 against the flywheel 38 is released, and
The clutch 7 is placed in a disengaged state. In this state,
The rotation of the output shaft 6 of the engine 1 is not transmitted to the output side of the clutch 7.

Furthermore, the A solenoid 3 of the clutch control valve 29
When neither the clutch control signals S ₁ nor S ₂ are sent to the 0 and B solenoids 31, the open port of the clutch control valve 29 is closed, and the piston in the clutch actuator 41 is returned to its previous state. Therefore, the pressing state of the friction plate 39 against the flywheel 38 is maintained.

On the output side of the clutch 7 that operates in this way,
To the input shaft 16 of the continuously variable transmission 9, the shift lever 27
A switching gear train 8 forming a torque transmission switching means is provided so that the rotation of the output shaft 6 of the engine 1 is transmitted according to the forward D, neutral N, and reverse R shift positions. This switching gear train 8
is assumed to assume the forward range when the shift lever 27 is moved to the forward position D, and the piston of the shift actuator 44 moves in the direction D in the figure, and the forward drive gear fixed to the output shaft 14 of the clutch 7 moves to the forward range. gear 4
5 engages with a gear 46 provided on the input shaft 16 of the continuously variable transmission 9, causing the input shaft 16 of the continuously variable transmission 9 to rotate at the same rotational speed as the output shaft 14 of the clutch 7 in the opposite direction. On the other hand, when the shift lever 27 is placed in the reverse position R, the reverse range is assumed, and the piston of the shift actuator 44 moves in the R direction in the figure. an idler gear 49 whose gear 47 is engaged with a reverse gear 48 fixed to the output shaft 14 of the clutch 7;
The input shaft 16 of the continuously variable transmission 9 is rotated in the opposite direction to that in the case of forward movement D described above, that is, in the same direction as the output shaft 14 of the clutch 7. Furthermore, when the shift lever 27 is placed in the neutral N position, it assumes a neutral range;
The piston of the shift actuator 44 is held in the center of the cylinder so that the rotation of the output shaft 14 of the clutch 7 is not transmitted to the input shaft 16 of the continuously variable transmission 9.

The continuously variable transmission 9 to which the rotation of the output shaft 14 of the clutch 7 is transmitted includes an input shaft 16 that rotates coaxially with the output shaft of the switching gear train 8, and a drive that rotates integrally with the input shaft 16. It has a pulley 50, a driven pulley 52 to which rotation of the drive pulley 50 is transmitted via a V-belt 51, and an output shaft 10 that rotates integrally with the driven pulley 52.

The drive pulley 50 has a movable conical plate 50a and a fixed conical plate 50b.
0a and the fixed conical plate 50b have their conical surfaces facing each other to form a V-shaped pulley groove. A cylinder chamber 50c is provided behind the movable conical plate 50a.
Fixed conical plate 50b depending on the supply state of hydraulic oil to
The fixed conical plate 50b is axially slidable toward or away from the input shaft 16. The fixed conical plate 50b is fixed to the input shaft 16. On the other hand, the driven pulley 52 has the same configuration as the driving pulley 50 described above, and a V-shaped pulley groove is formed by a movable conical plate 52a and a fixed conical plate 52b, and the movable conical plate 52a is located behind the movable conical plate 52a. Depending on the state of supply of working pressure oil to the provided cylinder chamber 52c, it can be slid in the axial direction so as to approach the fixed conical plate 52b, and the fixed conical plate 52b is fixed to the output shaft 10.

A V-belt 51 is stretched over each of the pulley grooves formed in the drive pulley 50 and the driven pulley 52, thereby transmitting the rotation of the drive pulley 50 to the driven pulley 52. And drive pulley 5
When transmitting zero rotation to the driven pulley 52, the rotation radius of the V-belt on the drive pulley 50 side is determined by the width of the pulley groove of the drive pulley 50, and the driven drive of the V-belt is determined by the width of the pulley groove of the driven pulley 52. By changing the rotation radius on the pulley 52 side, the rotation ratio between the driving pulley 50 and the driven pulley 52 can be changed.

The width of each pulley groove of the driving pulley 50 and the driven pulley 52 is changed by sliding the respective movable conical plates 50a and 52a in the axial direction. A speed change control valve 32 is provided for this purpose. This speed change control valve 32 is connected to the electronic control circuit section 22.
C is turned on and off by the shift control signal _S3 from
A solenoid 33 and a D solenoid 34 which is turned on and off by the speed change control signal _S4 are provided.
When the C solenoid 33 is turned on,
While supplying working pressure oil to the cylinder chamber 50c of the driving pulley 50, the cylinder chamber 5 of the driven pulley 52
When the D solenoid 34 is turned on, the hydraulic oil is supplied to the cylinder chamber 52c of the driven pulley 52 and the hydraulic oil is removed from the cylinder chamber 50c of the drive pulley 50. do. Further, when both the C solenoid 33 and the D solenoid 34 are turned off, the supply and removal of hydraulic oil to the cylinder chambers 50c and 52c of the driving pulley 50 and the driven pulley 52, respectively, is stopped.

In the shift control valve 32 having the above-mentioned role, when the C solenoid 33 is turned on by the shift control signal _S3 , the hydraulic oil from the hydraulic pump 36 is supplied from the supply port to the cylinder chamber of the drive pulley 50. As a result, the movable conical plate 50a is moved in a direction approaching the fixed conical plate 50b, and the width of the pulley groove formed with the fixed conical plate 50b is reduced, and the drive pulley 50 of the V-belt 51 is The turning radius on the side increases. Also,
At the same time, the cylinder chamber 52 of the driven pulley 52
The working pressure oil filled in c is removed from the discharge port, thereby moving the movable conical plate 52a in a direction away from the fixed conical plate 52b,
The width of the pulley groove formed by the fixed conical plate 52b is expanded, and the radius of rotation of the V-belt 51 on the driven pulley 52 side is reduced. Therefore, the continuously variable transmission 9
The gear ratio becomes small. On the other hand, when the D solenoid 34 is turned on by the speed change control signal _S4 , the working pressure oil from the hydraulic pump 36 is supplied from the supply port to the cylinder chamber 52c of the driven pulley 52, contrary to the above case. At the same time, the working pressure oil is removed from the cylinder chamber 50c of the drive pulley 50, the width of the pulley groove of the drive pulley 50 is expanded, and the rotation radius of the V-belt 51 on the drive pulley 50 side is reduced. 5
The width of the second pulley groove is reduced, and the rotation radius of the V-belt 51 on the driven pulley 52 side is expanded. Therefore, in this case, the gear ratio in the continuously variable transmission 9 is made large. Furthermore, C solenoid 3
3 and D solenoid 34, a shift control signal
When neither S ₃ nor S ₄ is sent out and each solenoid is turned off, the width of the pulley groove of each of the driving pulley 50 and the driven pulley 52 is maintained at the width immediately before it. , the rotation radii of the V-belt 51 on the drive pulley 50 side and the driven pulley 52 side are maintained, and the gear ratio in the continuously variable transmission 9 is adjusted to the C solenoid 33 and the D solenoid 3.
4 is kept at the state immediately before it was turned off.

In an example of the electronically controlled continuously variable transmission according to the present invention having the above-described configuration, changing the gear ratio of the continuously variable transmission 9 and operating the clutch 7 are controlled by a control signal S ₁ from the electronic control circuit section 22. ~ _S4 , but in particular, when the shift lever 27 is switched from the neutral N position to another shift position and the switching gear train 8 is switched from the neutral range to another range, the engine Output shaft rotation speed
By adjusting the gear ratio of the continuously variable transmission 9 according to Ne (corresponding to the clutch input shaft rotation speed), there is a difference between the input side rotation speed and the output side rotation speed of the clutch 7 immediately after the clutch 7 is connected. A distinctive feature is that there were no major differences.

For example, when the driver operates the shift lever 27 to change the gear position to neutral N while driving, the shift actuator 44
The inner piston is held in the center of the cylinder, and the switching gear train 8 assumes a neutral range, so that the torque of the output shaft 14 of the clutch 7 is no longer transmitted to the input shaft 16 of the continuously variable transmission 9. , the shift lever position detection sensor 28 detects that the shift lever 27 is placed in the neutral N position, and the electronic control circuit section 22 receives the shift lever position signal _P7 to switch the switching gear train 8.
It is input that has been set to neutral. As a result, the electronic control circuit section 22 turns off the A solenoid of the clutch control valve 29 and turns off the B solenoid 31.
Sends control signals S ₁ and S ₂ to turn on. The clutch actuator 41 is actuated by the control signals _S1 and _S2 , and the clutch 7 is changed from the connected state to the disconnected state.

In this way, the driver can shift the shift lever to 2 while driving.
7 to the neutral N position, both the torque of the engine 1 and the torque of the drive wheels 12 are not transmitted to the output shaft 14 of the clutch 7, while the output shaft 10 and input shaft of the continuously variable transmission 9 are transmitted to the output shaft 14 of the clutch 7. 16 is in a state where the torque of the drive wheels 12 is transmitted.

Then, the electronic control circuit section 22 controls the switching gear train 8
Since the shift lever 27 is set to the forward range D again, and the switching gear train 8 is switched to the forward range, the clutch 7 is switched from the disconnected state to the connected state. Until then, the gear ratio of the continuously variable transmission 9 is controlled as follows.

First, it is determined whether or not the switching gear train 8 is in the neutral range, and if it is in the neutral range, then when the switching gear train 8 is switched from the neutral range to the forward range, the engine rotation speed is detected. A target input shaft rotation speed TNp of the continuously variable transmission 9 is calculated so that the engine output shaft rotation speed Ne obtained from the sensor 13 and the clutch output shaft rotation speed Nc match. In this example, when the clutch 7 is in the connected state, the clutch output shaft rotation speed Nc and the input shaft rotation speed Np of the continuously variable transmission 9 are the same, so the target input shaft rotation speed TNp is the engine output shaft rotation speed. Let the number Ne be. Then, if the current input shaft rotation speed Np of the continuously variable transmission 9 is higher than this target input shaft rotation speed TNp, the electronic control circuit section 22 sends out the control signal _S3 to change the speed. Turn on the C solenoid 33 of the control valve 32. Therefore, the width of the pulley groove of the driving pulley 50 is reduced, and at the same time, the width of the pulley groove of the driven pulley 52 is expanded, and due to this variation, the rotation radius of the V-belt 51 on the driving pulley 50 side is expanded, and the driven Pulley 5
The turning radius on the second side is reduced. Therefore, the input shaft rotation speed Np of the continuously variable transmission 9 is reduced from the previous value, approaches the target input shaft rotation speed TNp, and then becomes equal to the target input shaft rotation speed TNp. .

On the other hand, contrary to the above case, the current input shaft rotation speed Np is lower than the target input shaft rotation speed TNp of the continuously variable transmission 9.
is smaller, the electronic control circuit section 22 turns on the D solenoid 34. Therefore, the width of the pulley groove of the driving pulley 50 is expanded, and at the same time, the width of the pulley groove of the driven pulley 52 is reduced.
Due to this fluctuation, the drive pulley 50 of the V-belt 51
The rotation radius on the side is reduced, and the rotation radius on the driven pulley 52 side is expanded, and the input shaft rotation speed Np of the continuously variable transmission 9 is increased to reach the target input shaft rotation speed.
It approaches TNp and matches the target input shaft rotation speed TNp.

In this way, when the switching gear train 8 is in the neutral range, the electronic control circuit section 22 sets the input shaft rotation speed Np of the continuously variable transmission 9 to the target input shaft rotation speed.
The gear ratio of the continuously variable transmission 9 is controlled so as to match TNp.

As a result, for example, when the driver subsequently operates the shift lever 27 to switch the gear shift position from neutral N to forward D, and the primary gear train 8 is caused to shift from the neutral range to the forward range D,
With the gear ratio of the continuously variable transmission 9 being adjusted so that the clutch output shaft rotation speed Nc matches the engine output shaft rotation speed Ne, that is, the clutch input shaft rotation speed, the clutch control from the electronic control circuit section 22 is performed. signal
A solenoid 3 of clutch control valve 29 by S ₁
0 is in the on state, clutch actuator 4
1 is activated, and the clutch 7 is brought into the connected state.

Therefore, when the clutch 7 is switched from the disconnected state to the connected state, the engine output shaft rotational speed Ne and the clutch output shaft rotational speed Nc are made to match, so that the clutch 7 can be easily connected. Also,
The time required for its engagement is short, and therefore,
The durability of the clutch 7 is improved. Furthermore, when the clutch 7 is switched from the disconnected state to the connected state, the accelerator pedal 23 is depressed, and the accelerator opening degree α
is large, the continuously variable transmission 9 is in a downshift state, so the transition to the subsequent acceleration state is faster, and if the accelerator pedal 23 is not depressed, the continuously variable transmission 9 is in a downshift state. gearbox 9
Since the shift is up, sudden engine braking is prevented.

In the above description, the operation of the clutch 7 is described when the shift lever 27 is set to the neutral N position and coasting while the vehicle is running, and then the shift lever 27 is set to the forward D position to shift the vehicle to an acceleration state. I mentioned the condition, but in addition to this,
For example, when the car starts, that is, when the vehicle speed is 0 and the clutch 7 is in the disengaged state, the output shaft 10 and input shaft 16 of the continuously variable transmission 9, and the output shaft 14 of the clutch 7 are not switched to transmit torque. , the input shaft rotation speed of the clutch 7, that is, the engine output shaft rotation speed Ne
The gear ratio of the continuously variable transmission 9 is controlled accordingly. In this case, immediately before the clutch 7 is brought into the connected state, there is a difference between the engine output shaft rotation speed Ne and the clutch output shaft rotation speed Nc by the engine output shaft rotation speed Ne at that time. , when the clutch 7 is in the connected state, the gear ratio of the continuously variable transmission 9 is controlled by the control signals S ₃ and S ₄ from the electronic control circuit section 22 to change the engine output shaft rotation speed.
Since it is said to correspond to Ne, engine 1
The torque on the output shaft 6, that is, on the clutch input side, is
The signal is smoothly transmitted to the output shaft 14 side of the clutch 7, and the vehicle can be quickly shifted to a desired acceleration state.

A series of controls as described above are carried out by the electronic control circuit section 2.
This is done based on the operation of the CPU 20 in 2.
An example of a program executed by such a CPU 20 will be explained with reference to the flowcharts of FIGS. 3, 4, and 5.

First, as shown in FIG. 3, after starting, initial settings are made for each part in process 60, then a program for clutch control is first executed in process 61, and then a gear ratio and throttle control is executed in process 62. The program for controlling the opening degree of the tutle valve is executed and the process returns to process 61.

An example of a program for clutch control executed in the above process 61 is as shown in FIG. Here, after the start, the shift lever is currently 27 at day 70.
is in the neutral range (N range) position of the switching gear train 8, and the shift lever 27 is in the neutral range position of the switching gear train 8. If so, the vehicle speed flag FV is reset in process 71, and the clutch control signal is sent to the B solenoid 31 of the clutch control valve 29 in the following process 72.
_S2 is sent out to turn the B solenoid 31 on and the A solenoid 30 off. As a result, the clutch 7 is placed in the disconnected state.

If it is determined at decision 70 that the shift lever 27 is not in the neutral range position of the switching gear train 8, then at decision 73 the current vehicle speed V is changed to a preset predetermined vehicle speed. Determine whether it is greater than Va. Here, the vehicle speed Va is set to a vehicle speed at which there is a high possibility that the engine will stop, and if the vehicle speed V is determined to be greater than the vehicle speed Va, the vehicle speed flag FV is set in the subsequent process 74. and proceed to decision 75.

Decision 75 determines whether the change Ne' in engine output shaft rotation speed Ne is positive or negative. If the change Ne' in engine output shaft rotation speed Ne is positive, decision 76 determines whether the change Ne' in engine output shaft rotation speed Ne is positive or negative. It is determined whether the rotational speed Ne is greater than the clutch output shaft rotational speed Nc. Engine output shaft rotation speed Ne
If it is determined that the clutch output shaft rotational speed Nc is larger than the clutch output shaft rotation speed Nc, a clutch control signal _S1 is sent to the A solenoid 30 of the clutch control valve 29, and the A solenoid 30 is turned on and the B solenoid is turned on. The solenoid 31 is turned off. As a result, the friction plate 39 of the clutch 7 is connected to the flywheel 3.
8 is pressed, and the transmission torque capacity of the clutch 7 gradually increases.

On the other hand, if it is determined at decision 75 that the change Ne' in the engine output shaft rotation speed Ne is negative, the process proceeds to decision 78, where the engine output shaft rotation speed Ne is lower than the clutch output shaft rotation speed Nc. If the engine output shaft rotation speed Ne is smaller than the clutch output shaft rotation speed Nc, the process proceeds to process 77. As a result, the transmission torque capacity of the clutch 7 gradually increases as described above. At decision 78, the engine output shaft rotation speed Ne is the clutch output shaft rotation speed.
If it is determined that it is not smaller than Nc, the process proceeds to process 79, where the clutch control signal is
Both S ₁ and S ₂ are prevented from being delivered, thereby maintaining the current state of pressing the friction plate 39 of the clutch 7 against the flywheel 38, and therefore maintaining the current transmission torque capacity of the clutch 7.

If it is determined at decision 73 that the current vehicle speed V is not greater than vehicle speed Va, the process proceeds to decision 80, where the accelerator pedal 23 is
It is determined whether or not the accelerator pedal 23 is in the on state, that is, the accelerator pedal 23 is depressed. If it is determined that the accelerator pedal 23 is in the on state, the process proceeds to decision 75, and the following flow follows as described above. .

On the other hand, the accelerator pedal is 23 at decision 80.
If it is determined that the vehicle speed flag FV is not on, decision 81 determines whether the vehicle speed flag FV is set. If the vehicle speed flag FV is set, decision 82 determines whether the brake pedal 25 is turned on. status, i.e. brake pedal 2
5 is depressed, and if it is determined that the brake pedal 25 is in the on state, the process advances to decision 83.

Then, in decision 83, it is determined whether the engine output shaft rotation speed Ne is less than a predetermined value, for example, 1500 rpm. Here, the engine output shaft rotation speed 1500 rpm is a rotation speed that may cause the engine to stop when the brake pedal 25 is in the on state, and if the engine output shaft rotation speed Ne is not below 1500 rpm, the decision 75 The process proceeds as described above. Then, the engine output shaft rotation speed Ne is
If it is 1500 rpm or less, the process proceeds to process 71, and the flow proceeds as described above.

If the decision 82 determines that the brake pedal 25 is not in the on state, the process proceeds to decision 84, where it is determined whether the engine output shaft rotation speed Ne is below a predetermined value, for example 1000 rpm. do. Here, the engine output shaft rotation speed 1000 rpm is the rotation speed that may cause the engine to stop when the brake pedal 25 is off, and if the engine output shaft rotation speed Ne is not below 1000 rpm, the decision 75 The process proceeds as described above.
On the other hand, if the engine output shaft rotational speed Ne is 1000 rpm or less, the process proceeds to process 71, and the flow proceeds as described above.

Next, an example of a program for speed change control executed in process 62 of the program shown in FIG. 3 is as shown in FIG. Here, after the start, it is determined at decision 98 whether or not the shift lever 27 is in the neutral range position of the switching gear train 8. Here, if it is in the neutral range, the target input shaft rotation speed TNp of the continuously variable transmission 9 is set to the engine output shaft rotation speed Ne in process 99, and then the process proceeds to process 104.
Further, if the decision 98 determines that the shift lever 27 is not in the neutral range of the switching gear train 8, that is, in the forward range position or the reverse range position of the switching gear train 8, the process 10
Go to 0. In process 100, the accelerator opening signal
Based on _P1 , the accelerator opening degree α is read, and in the subsequent decision 101, it is determined whether the shift lever 27 is placed in the low range (L range) position of the switching gear train 8. Although FIG. 2 does not show that the shift lever 27 takes the low range position of the switching gear train 8, the shift lever 27 is designed to be able to take this position. Then, if the shift lever 27 is not placed in the low range position of the switching gear train 8, the process proceeds to process 103, and if the shift lever 27 is placed in the low range position of the switching gear train 8, the process Process 103 via 102
Proceed to. In process 102, a preset supplementary opening degree C is added to the accelerator opening degree α read in process 100 to obtain the accelerator opening degree α1.

Next, in process 103, a target input shaft rotation speed TNp of the continuously variable transmission 9 is calculated for the accelerator opening degree α1 or α obtained in this way.
Then, in the next process 104, the current input shaft rotation speed Np of the continuously variable transmission 9 is read based on the transmission input shaft rotation speed signal _P6 , and in the subsequent decision 105, the current input shaft rotation speed Np read in the process 104 is read. It is determined whether the input shaft rotation speed Np is larger than the target input shaft rotation speed TNp. As a result of this judgment, if it is large, in process 106 the speed change control valve 32
A shift control signal _S3 is sent to the C solenoid 33 to turn the C solenoid 33 on, and the D solenoid 34 to turn off. Thereby, the speed change control valve 32 controls the speed ratio of the continuously variable transmission 9 to be small, and as a result, the input shaft rotation speed Np of the continuously variable transmission 9 is reduced. On the other hand, as a result of the judgment in the decision 105, if the input shaft rotation speed Np is lower than the target input shaft rotation speed TNp, the process 107
A shift control signal _S4 is sent to turn the D solenoid 34 on and the C solenoid 33 off. As a result, the speed change control valve 32 controls the continuously variable transmission 9.
As a result, the input shaft rotation speed Np of the continuously variable transmission 9 is increased. In this way, the actual input shaft rotation speed Np of the continuously variable transmission 9 is brought to match the target input shaft rotation speed TNp by the operation of process 106 or 107, and the program for speed ratio control is ended. Process 6 for clutch control
Return to 1.

(Effects of the Invention) As is clear from the above description, according to the electronically controlled continuously variable transmission according to the present invention, engine torque is efficiently transmitted to the drive wheels via the continuously variable transmission, and the shift When the torque transmission switching means, which is switched by a lever or the like, is switched from the neutral range to another range and the clutch is moved from the disengaged state to the connected state,
After the gear ratio of the continuously variable transmission is adjusted by the electronic control means according to the input side rotation speed of the clutch so that the input side rotation speed and the output side rotation speed of the clutch 7 match, for example, the clutch is Since the clutch is in the connected state, the clutch can be easily connected, the impact when the clutch is connected is alleviated, and sudden engine braking and insufficient driving force can be extremely effectively prevented. Furthermore, since the time required to transmit torque from the input side to the output side of the clutch can be shortened, the drive wheels can be made to respond quickly to operations such as the accelerator operation by the driver.

[Brief explanation of the drawing]

FIG. 1 is a schematic configuration diagram showing a drive control section of an automobile to which an example of an electronically controlled continuously variable transmission according to the present invention is applied, and FIG. 2 is a diagram showing an example of an electronically controlled continuously variable transmission according to the present invention. Schematic configuration diagram shown in Figures 3 and 4.
5 and 5 are flowcharts showing an example of an operation program in the electronic control circuit section used in the example shown in FIG. In the figure, 1 is an engine, 7 is a clutch, 8 is a switching gear train, 9 is a continuously variable transmission, 22 is an electronic control circuit, 27 is a shift lever, 29 is a clutch control valve, 32 is a speed change control valve, and 43 is a It is a shift control valve.

Claims (1)

[Claims] 1. A continuously variable transmission that is connected between the engine and the drive wheels to which the engine's torque is transmitted and that can continuously change the input/output torque ratio, and a continuously variable transmission that can change the input/output torque ratio of this continuously variable transmission. a clutch means arranged to selectively interrupt or connect torque transmission from the engine to the continuously variable transmission; A torque transmission switching means is provided, and is selectively switched to a plurality of ranges including a neutral range; a first detection means for detecting the load condition of the engine; a second detection means for detecting the rotational speed of at least one rotating body; a third detection means for detecting that the torque transmission switching means is in a neutral range; electronic control means for sending a control signal to the gear ratio adjusting means and to the clutch means based on a signal obtained from the detection means; When the range is switched from one range to another and the clutch means is caused to shift from the disconnected state to the connected state, the electronic control means changes the speed of the continuously variable transmission according to the input rotation speed of the clutch means. An electronically controlled continuously variable transmission device, characterized in that the clutch means is operated to a connected state after a control signal is sent to the gear ratio adjusting means to adjust the ratio.