TRANSMISSION RATIO CONTROL SYSTEM FOR A CONTINUOUSLY VARIABLE TRANSMISSION

Abstract: A control system for a continuously variable transmission for a motor vehicle has a transmission ratio control valve (TR) for controlling the transmission ratio. The transmission ratio is controlled in accordance with a transmission ratio changing speed. The transmission ratio changing speed is corrected with a coefficient which is determined in accordance with the desired transmission ratio changing speed and the difference between desired transmission ratio and actual transmission ratio.

Description: The present invention relates to a control system for a continuously variable belt-drive automatic transmission for a motor vehicle, and more particularly to a system for controlling transmission ratio of the transmission during acceleration. A control system for a continuously variable belt-drive transmission has an endless belt running over a drive pulley and a driven pulley. Each pulley comprises a hydraulically shiftable conical disc which is axially shifted by a fluid operated servo disc device so as to vary the running diameter of the belt on the pulleys in dependency on driving conditions. The system is provided with a line pressure control valve and a transmission ratio control valve. Each valve has a spool to control the oil supplied to the servo services. The transmission ratio control valve operates to determine the transmission ratio in accordance with the opening degree of a throttle valve of an engine and the speed of the engine. The line pressure control valve is adapted to control the line pressure in accordance with the transmission ratio and the engine speed. The output of an engine is transmitted to the drive pulley through a clutch. The line pressure is controlled to prevent the belt from slipping on the pulleys in order to transmit the output of the engine. At the start of the vehicle, the transmission ratio is set at a maximum value. When the vehicle speed and engine speed reach set values under a driving condition, the transmission ratio starts to change (upshift). The transmission ratio is controlled to a desired transmission ratio. JP-A 60-98251 for instance discloses a control system where a plurality of desired engine speeds Ne′ are determined in dependency on a throttle opening degree ϑ. One of the desired speed Ne′ is selected at the start and at the end of the acceleration, and an actual engine speed Ne is controlled to coincide with the selected desired speed in dependency on a speed rate e. However, since the desired engine speed is selected in accordance with engine operating conditions such as the throttle opening degree and whether the vehicle is in a steady state or accelerating, convergence of the actual engine speed to the desired speed delays. In addition, since the desired engine speed is selected from a plurality of stored speeds, the control system becomes complicated. Referring to Fig. 5, at an acceleration, such as kickdown, the desired transmission ratio id rapidly increases. Accordingly, the actual transmission ratio i approaches the desired ratio id so that the transmission is quickly downshifted. The desired ratio id slowly decreases for upshifting the transmission and the actual ratio i converges toward the desired ratio id while reducing the changing speed. Thus, the transmission is upshifted. However, during such an operation, an acceleration G largely increases when the transmission changes to upshifting, which causes shock to the vehicle body. The closest prior art can be seen in EP-A-101 151 with respect to which claim 1 of this document has been characterised. The object of the present invention is to provide a system for controlling the transmission ratio where the transmission ratio is smoothly upshifted after downshifting at acceleration such as kickdown. According to the present invention, there is provided a control system for a continuously variable transmission for transmitting the power of an engine mounted on a motor vehicle, the engine having a throttle valve, the transmission comprising a drive pulley having a hydraulically shift able disc and a hydraulic cylinder for operating the disc, a driven pulley having a hydraulically shiftable disc and a hydraulic cylinder for operating the disc, a belt engaged with both pulleys, a first hydraulic circuit having a pump for supplying oil to both the hydraulic cylinders, a transmission ratio control valve for controlling the oil supplied to the cylinder of the drive pulley to change the transmission ratio to a desired transmission ratio, transmission ratio control means for operating the transmission ratio control valve; a drive pulley speed sensor for producing a drive pulley speed signal; a driven pulley speed sensor for producing a driven pulley speed signal; a throttle position sensor for sensing opening degree of the throttle valve and for producing a throttle opening degree signal; and a control unit having, a first calculator means responsive to the drive pulley speed signal and the driven pulley speed signal for producing an actual transmission ratio signal; means responsive to the throttle opening degree signal and to the actual transmission ratio signal for producing a desired transmission ratio signal; second calculator means responsive to the desired transmission ratio signal for producing a desired transmission ratio changing speed signal; third calculator means responsive to the actual transmission ratio signal and the desired transmission ratio signal for calculating the difference between both the ratio signals and for producing a ratio difference signal; coefficient setting means responsive to the ratio difference signal for producing a correcting coefficient; correcting means for correcting the transmission ratio changing speed with the correcting coefficient and driving means responsive to the corrected transmission ratio changing speed signal for operating the transmission ratio control means for controlling the transmission ratio characterised in that the coefficient setting means is also responsive to the desired transmission ratio changing speed to set the correcting coefficient. In an aspect of the invention, the correcting coefficient is an increasing function of the desired transmission ratio changing speed signal and an increasing function of the ratio difference signal. The other objects and features of this invention will become understood from the following description with reference to the accompanying drawings. Figure 1 is a schematic illustration of a continuously variable belt-drive transmission to which the present invention is applied; figure 2a and 2b show a block diagram of a control unit according to the present invention; Fig. 3 is a graph showing characteristics of a coefficient K1 relative to the difference between actual and desired transmission ratios and to desired transmission ratio changing speed; Figs. 4a to 4c are time charts showing characteristics of the transmission ratio at acceleration; and Fig. 5 is a graph showing characteristics of desired and actual transmission ratios, acceleration and transmission ratio changing speed. Referring to Fig. 1, a crankshaft 10 of an engine 1 is operatively connected to an electromagnetic powder clutch 2 for transmitting the power of the engine 1 to a continuously variable belt-drive automatic transmission 4 through a selector mechanism 3. The output of the belt-drive transmission 4 is transmitted to axles 8 of vehicle driving wheels 9 through an output shaft 13, a pair of intermediate reduction gears 5, an intermediate shaft 6, and a differential 7. The electromagnetic powder clutch 2 comprises an annular drive member 2a connected to crankshaft 10 of the engine 1, a driven member 2b secured to an input shaft 11 of the transmission 4, and a magnetizing coil 2c provided in the driven member 2b. Magnetic powder is provided in a gap between the drive member 2a and driven member 2b. When the magnetizing coil 2c is excited by the clutch current, driven member 2b is magnetized to produce a magnetic flux passing through the drive member 2a. The magnetic powder is aggregated in the gap in the magnetic flux and the driven member 2b is engaged with the drive member 2a by the powder. On the other hand, when the clutch current is cut off, the drive and driven members 2a and 2b are disengaged from one another. In the belt-drive transmission 4, the selector mechanism 3 is provided between the input shaft 11 and a main shaft 12. The selector mechanism 3 is provided with a synchromesh mechanism comprising gears, hub, and sleeve for connecting the input shaft 11 and the main shaft 12 to selectively provide a driving position (D) and a reverse driving position (R). The continuously variable belt-drive automatic transmission 4 has the main shaft 12 and the output shaft 13 provided in parallel with the main shaft 12. A drive pulley 14 provided with a pair of discs 14b and a hydraulic cylinder 14a is mounted on the main shaft 12. A driven pulley 15 provided with a pair of discs 15b and a hydraulic cylinder 15a is mounted on the output shaft 13. A drive belt 16 engages with the drive pulley 14 and the driven pulley 15. The hydraulic cylinders 14a and 15a are communicated with an oil hydraulic control circuit HC. The cylinder 14a is supplied with pressurized oil by an oil pump P from an oil reservoir 17 passing through a line pressure control valve LC and a transmission ratio control valve TR. The cylinder 15a is applied with pressurized oil from the pump P. The hydraulic control circuit is responsive to vehicle speed, engine speed and throttle valve position for controlling the amount of oil supplied to the cylinders 14a and 15a. The pulleys 14 and 15 are operated by compressive forces of cylinders so that the running diameter of belt 16 varies to infinitely change the transmission ratio. An electronic control system for the clutch 2 and the belt-drive transmission 4 has an engine speed sensor 19, and rotating speed sensors 21 and 22 for respectively sensing rotating speeds of drive pulley 14 and the driven pulley 15. A choke switch 24 produces an output signal when a choke valve of the engine 1 is closed, and an air conditioner switch 23 produces an output signal at the operation of an air conditioner. A selector lever 25 connected to the selector mechanism 3 is provided with a select position sensor 26 for sensing a drive position (D), neutral position (N) and reverse position (R). An accelerator pedal switch 28 is provided for sensing the depression of an accelerator pedal 27, and a throttle position sensor 29 is provided. Output signals of the sensors and the switches are applied to an electronic control unit 20 which produces a clutch current control signal to the clutch 2 and a control signal for controlling the transmission ratio (i) and a line pressure control signal to the control circuit HC. Referring to Figs. 2a and 2b showing the control unit 20 of Fig. 1, a reverse excitation mode deciding section 32 is applied with engine speed signal Ne of the sensor 19 and drive position signal of the select position sensor 26. When the engine speed Ne is below 300 rpm, or the selector lever 25 is at the neutral position (N) or a parking position (P), the reverse excitation mode deciding section 32 produces a reverse excitation signal which is applied to an output deciding section 33, so that a small reverse current flows in the clutch 2 to release the clutch completely. A clutch current mode deciding section 34 is applied with signals from the reverse excitation mode deciding section 32 and accelerator pedal switch 28, and vehicle speed signal V from driven pulley speed sensor 22 for deciding driving conditions such as starting mode to produce output signals. The output signals are applied to a start mode providing section 35, drag mode providing section 36, and clutch lock-up engage mode providing section 37. The start mode providing section 35 decides clutch current of starting characteristic dependent on the engine speed Ne at ordinary start or at the closing of the choke switch 24 or air conditioner switch 23. The starting characteristic is corrected by signals from the throttle valve opening degree ϑ, vehicle speed V, and driving positions (D), (DS) or (R). The drag mode providing section 36 decides a small drag current for providing a drag torque to the clutch 2 for the reduction of clearances formed in the transmission and for the smooth start of the vehicle when the accelerator pedal 27 is released at a low speed in the driving position and the reverse position. The clutch lock-up engage mode providing section 37 decides a lock-up current in response to the vehicle speed V and throttle opening degree ϑ at the driving position and reverse position for entirely engaging the clutch 2. Outputs of sections 35, 36 and 37 are applied to the output deciding section 33 to control the clutch current. A system for controlling the transmission ratio and the line pressure will now be described. Output signals N P and N S of the sensors 21, 22 are fed to an actual transmission ratio calculator 40 to produce an actual transmission ratio i in accordance with i = N P /N S . The actual transmission ratio i and output signal ϑ of the throttle position sensor 29 are fed to a desired drive pulley speed table 41 to derive a desired drive pulley speed Npd in accordance with values of the ratio i and signal ϑ. The desired drive pulley speed Npd and the driven pulley speed Ns are fed to a desired transmission ratio calculator 42 to calculate a desired transmission ratio id in accordance with the speeds Npd and Ns which corresponds to vehicle speed. The desired transmission ratio id is fed to a desired transmission ratio changing speed calculator 43 which produces a desired transmission ratio changing speed did/dt. The speed did/dt is the amount of change of the desired transmission ratio id during a predetermined time interval. In accordance with the present invention, the actual transmission ratio i and the desired transmission ratio id are fed to a ratio difference calculator 61 where the difference between the actual and desired ratios i, id is calculated. The difference id-i is applied to a coefficient setting section 60 to which the desired transmission ratio changing speed did/dt is fed to obtain a coefficient K1. As shown in Fig. 3, the coefficient K1 is an increasing function of the difference id-i and of desired transmission ratio changing speed did/dt. The desired transmission ratio changing speed did/dt has a negative value when the transmission is upshifted. A coefficient setting section 44 is provided for producing a coefficient K2. The actual transmission ratio i, desired transmission ratio id, desired transmission ratio changing speed did/dt and coefficients K1 and K2 are applied to a transmission ratio changing speed calculator 45 to produce a transmission ratio changing speed di/dt from the following formula. di/dt + K1 (id - i) + K2 · did/dt In the formula, the term of (id - i) is a control quantity dependent on the difference between the desired and actual transmission ratios and did/dt is a term for advancing the delay in phase caused by a first order lag in the system. The speed di/dt and actual ratio i are applied to a duty ratio table 46 to derive a duty ratio D in accordance with D = f (di/dt, i) using a table at upshift and downshift of the transmission. The duty ratio D is supplied to a solenoid operated on-off valve 48 through a driver 47. The valve 48 is provided in the hydraulic circuit HC, for shifting a spool of the transmission ratio control valve TR to control the transmission ratio. On the other hand, engine speed Ne from the engine speed sensor 19 and throttle opening degree ϑ from the throttle position sensor 29 are applied to an engine torque table 50 to derive an engine torque T. The engine torque T and the actual transmission ratio i from the calculator 40 is applied to a desired line pressure table 51 to derive a desired line pressure P LD . In a hydraulic circuit of the control system, oil pressure discharged from the pump varies in accordance with the change of the engine speed Ne, so that a maximum line pressure P LM also varies. In order to detect the variance of the maximum line pressure P LM , the control unit is provided with a maximum line pressure table 52 to which the engine speed Ne and the actual transmission ratio i are supplied. Therefore, the maximum line pressure P LM is obtained. The desired line pressure P LD and the maximum line pressure P LM are applied to a reduced line pressure calculator 53 wherein a reduced line pressure P LR is calculated based on the proportion of the desired line pressure P LD to the maximum line pressure P LM . The reduced lien pressure P LR is applied to a duty ratio table 54 to derive a duty ratio D L corresponding to the reduced line pressure P LR . The duty ratio D L is supplied to driver 55 which operates a solenoid operated on-off valve 56 at the duty ratio. The valve 56 is provided in the hydraulic circuit, for shifting a spool of the line pressure control valve LC to control the line pressure. In operation, while the vehicle stops, cylinder 15a of the driven pulley 15 is supplied with line pressure, and the cylinder 14a of the drive pulley 14 is drained, since the N P , N s , ϑ are zero and duty ratio D is zero. Thus, in the pulley and belt device of the continuously variable belt-drive transmission, the drive belt 16 engages with the driven pulley 15 at a maximum running diameter to provide the largest transmission ratio (low speed stage). When the accelerator pedal 27 is depressed, the clutch current increases progressively with increase of engine speed. The electromagnetic clutch 2 is gradually engaged, transmitting the engine power to the drive pulley 14. The power of the engine is transmitted to the output shaft 13 at the largest transmission ratio by the drive belt 16 and driven pulley 15, and further transmitted to axles of the driving wheels 9. Thus, the vehicle is started. When the vehicle speed (output signal N s ) exceeds a predetermined value, the clutch 2 is entirely engaged. When the throttle valve is opened for acceleration of the vehicle, the desired transmission ratio id is calculated at the calculator 42 based on the desired drive pulley speed derived from the table 41 and on the driven pulley speed N s . Further, the desired transmission ratio changing speed did/dt and transmission ratio changing speed di/dt are calculated at calculators 43 and 45 based on the actual transmission ratio i, desired transmission ratio id and coefficients K₁ and K₂. The transmission ratio changing speed di/dt is fed to the duty ratio table 46, so that duty ratio D for valve 48 is obtained from the table 46. When the accelerator pedal is released, the transmission ratio changing speed di/dt becomes negative. Accordingly the value of the duty ratio D becomes larger than the neutral value, so that oil is supplied to the cylinder 14a to upshift the transmission. When the actual transmission ratio i reaches the desired transmission ratio id, the changing speed di/dt becomes zero, so that the upshifting operation stops. As the difference between the desired radio id and actual ratio i becomes large and the desired transmission ratio changing speed di/dt becomes large, the duty ratio D for the valve 48 becomes large, thereby increasing the actual transmission ratio changing speed di/dt. When the opening degree of the throttle valve is reduced for deceleration, the duty ratio D is reduced along a low engine speed line, thereby draining the cylinder 14a. Thus, the transmission is downshifted. The transmission changing speed at downshifting increases with reducing of the duty ratio D. The control operation of line pressure will be described hereinafter. From the engine torque table 50, a torque T is obtained in accordance with throttle opening degree ϑ and engine speed N e , which is applied to desired line pressure table 51. The desired lien pressure P LD and the maximum line pressure P LM obtained from the table 52 are fed to the reduced line pressure calculator 53. The calculator 53 calculates a reduced line pressure P LR . The solenoid operated on-off valve 56 is operated at a duty ratio D L corresponding to the reduced line pressure P LR . The line pressure is applied to cylinder 15a to hold the belt 16 at a necessary minimum force, the transmitting torque at which is slightly larger than torque T. Thus, power is transmitted through the transmission without slipping of the belt. The operation at the acceleration is further described. When the kickdown is operated, the desired transmission ratio id quickly becomes large. The actual transmission ratio is controlled to converge toward the desired ratio id at the transmission ratio changing speed di/dt calculated at the transmission ratio changing speed calculator 45 so that the transmission is quickly downshifted. Thereafter, the desired ratio id decreases in accordance with the deviation of the actual ratio is from the desired ratio id, so that the transmission is upshifted. Referring to Fig. 4a, when the desired transmission ratio changing speed -did/dt for upshifting the transmission is large, for example when the vehicle is accelerated on a downhill, the desired ratio id rapidly decreases. At that time, the coefficient K1 is determined as shown at a line a in Fig. 3 in dependency on the difference between the desired ratio id and actual ratio i calculated at the difference calculator 61. The coefficient K1 reduces as the difference id-i becomes smaller so that the changing speed di/dt also decreases. Accordingly, the actual transmission ratio i gradually converges to the desired ratio, thereby smoothly upshifting the transmission. If the desired transmission ratio changing speed -did/dt is relatively low as shown in Fig. 4b, the coefficient K1 is determined at a line b in Fig. 3, which is larger than at the line a . Thus, the decrease of the changing speed di/dt is smaller. However, since decrease of the desired transmission ratio id is small, the actual transmission ratio i smoothly converges to the desired ratio id as shown in Fig. 4b. When the desired transmission ratio id is kept substantially constant at a large value as shown in Fig. 4c, the coefficient K1 is determined at a line c, where the coefficient is substantially constant. Therefore, the actual ratio i increases at a constant speed to converge to the desired ratio id. Thus, the transmission is gradually upshifted. In accordance with the present invention, there is provided a control system for a continuously variable transmission wherein the actual transmission ratio smoothly converges to the desired transmission ratio at acceleration without generating shock of acceleration nor control delay.

Claims: A control system for a continuously variable transmission for transmitting the power of an engine (1) mounted on a motor vehicle, the engine (1) having a throttle valve, the transmission comprising a drive pulley (14) having a hydraulically shiftable disc and a hydraulic cylinder (14a) for operating the disc, a driven pulley (15) having a hydraulically shiftable disc and a hydraulic cylinder (15a) for operating the disc, a belt (16) engaged with both pulleys (14, 15), a first hydraulic circuit having a pump (P) for supplying oil to both the hydraulic cylinders (14a, 15a), a transmission ratio control valve (TR) for controlling the oil supplied to the cylinder (14a) of the drive pulley to change the transmission ratio (i) to a desired transmission ratio (di), transmission ratio control means (48) for operating the transmission ratio control valve (TR); a drive pulley speed sensor (21) for producing a drive pulley speed signal; a driven pulley speed sensor (22) for producing a driven pulley speed signal; a throttle position sensor (29) for sensing opening degree (ϑ) of the throttle valve and for producing a throttle opening degree signal; and a control unit (20) having, a first calculator means (40) responsive to the drive pulley speed signal and the driven pulley speed signal for producing an actual transmission ratio signal (i); means (41, 42) responsive to the throttle opening degree signal (ϑ) and to the actual transmission ratio signal (i) for producing a desired transmission ratio signal (id); second calculator means (43) responsive to the desired transmission ratio signal (id) for producing a desired transmission ratio changing speed signal (did/dt); third calculator means (61) responsive to the actual transmission ratio signal (i) and the desired transmission ratio signal (id) for calculating the difference between both the ratio signals and for producing a ratio difference signal (id-i); coefficient setting means (60) responsive to the ratio difference signal (id-i) for producing a correcting coefficient (K1); correcting means (45) for correcting the transmission ratio changing speed (di/dt) with the correcting coefficient (K1); and driving means (47) responsive to the corrected transmission ratio changing speed signal (di/dt) for operating the transmission ratio control means (48), for controlling the transmission ratio, characterised in that the coefficient setting means (60) is also responsive to the desired transmission ratio changing speed signal (did/dt) to set the correcting coefficient (K1). A system according to claim 1 wherein the correcting coefficient (K1) is an increasing function of the desired transmission ratio changing speed signal (did/dt) and an increasing function of the ratio difference signal (id-i).

Inventors: KOHNO, TETSUSHI C/O FUJI JUKOGYO K.K., MORIMOTO, YOSHIHIKO C/O FUJI JUKOGYO K.K.
Applicants: FUJI JUKOGYO KABUSHIKI KAISHA
Application year: 1989
Main classification: F16H61
IPC codes: F16H61, F16H59, F16H63, F16H9